Brage NP

Jølle, Harald Dag

Norwegian Bokmål

Polar prestisje og vitenskapelig ære : Fridtjof Nansens kamp for havforskning ved universitetet

Berger, Eirik

Miljøforvaltning
www.npolar.no
En av Norsk Polarinstitutts hovedoppgaver er å 
være rådgiver for Miljøverndepartementet og 
statsforvaltningen om forvaltning av natur og 
miljø i norske polare områder. Polarinstituttets 
forskningsresultater og kunnskap om 
polarområdene gir viktige bidrag til 
internasjonale konvensjoner, ressursforvaltning 
og i vernespørsmål.
I tillegg til å være rådgiver i miljøspørsmål 
på Svalbard er Norsk Polarinstitutt også 
nasjonal forvaltningsmyndighet i de norske 
kravområdene i Antarktis.
En av de store prosessene Polarinstituttet har vært 
involvert i de siste årene er en helhetlig forvaltningsplan 
for Barentshavet. Målet med planen har vært å legge 
rammebetingelser som gjør det mulig å balansere 
næringsinteressene knyttet til  skeri, sjøtransport 
og olje-/gassvirksomhet innenfor rammen av en 
bærekraftig utvikling. Et godt samarbeid med Russland 
har vært nyttig både i forhold til forvaltningsplanen og 
forskningsaktiviteten i Barentshavet.
Havhest i Grytvika på Bjørnøya. Foto: Odd Harald Hansen 
Skipsfart
En av de alvorligste lokale truslene mot 
Svalbards miljø er faren for havari og 
oljeforurensning fra båttra kk. Drivis og dårlig 
kartlagte farvann gjør risikoen for uhell 
vesentlig større her enn langs norskekysten. 
Oljevernbered skapen som  nnes er ikke bygd 
ut for å kunne avverge skader ved olje søl. Store 
avstander, lang responstid, vanskelige lys-, 
vær- og isforhold vil redusere mulighetene for 
å avverge skader ved oljesøl. Myndighetene 
vurderer å gjennomføre begrensninger på 
størrelse og drivsto typer for skip som går 
inn i farvannene rundt Svalbard.
Miljøgifter
Bjørnøya har Barentshavets største antall 
polarmåker, med rundt 1000 hekkende par. 
Bestanden har gått merkbart ned det siste 
tiåret, og polarmåkene er sterkt påvirket 
av langtransporterte miljøgifter som for 
eksempel PCB og DDT. Fordi polarmåka er 
en topp-predator, er den ekstra utsatt for 
akkumulering av tungmetaller og andre 
miljøgifter. Dette gjelder særlig de fuglene 
som har spesialisert seg på å ta egg og 
unger fra andre sjøfugler. Miljøgiftene virker 
blant annet inn på fuglenes immunforsvar, 
reproduksjonsevne og atferd.
Forskning og overvåkning
Forskning på sjøfuglbestandene er viktig 
i forhold til forvaltningen av Bjørnøya og 
havområdene rundt. På Bjørnøya er det siden 
1986 drevet årlig overvåkning av polarlomvi, 
lomvi, havhest, krykkje og polarmåke. I 1987 
ble det registrert en dramatisk reduksjon i 
hekkebestanden av lomvi. Bestandskollapsen 
skjedde samtidig med sammenbruddet 
i loddebestanden, som var forårsaket av 
klimasvingninger kombinert med over ske. 
Lomvibestanden ble i løpet av én vinter redu -
sert fra 245 000 til 36 000 par. Bestanden er i 
dag omtrent halvparten av det den var i 1986.
Sjøfugl på Bjørnøya
Som eneste øy i et stort og rikt havområde 
er Bjørnøya en magnet på sjøfugl. Over en 
million sjøfugl holder til her i hekketida. 
De vanligste artene i fugle ellene er lomvi, 
polarlomvi, alkekonge, krykkje, havhest og 
polarmåke. Flere av sjøfuglartene kan hente 
mat mer enn 100 kilometer fra kolonien, og 
rundt Bjørnøya er polarfronten et spesielt 
viktig næringsområde. Polarfronten omgir 
normalt øya i vest, sør og øst, og gir en 
oppblomstring av plante- og dyreplankton 
i havet med virkninger oppover i 
næringskjeden. 
D
es
ig
n:
 E
iri
k 
Be
rg
er
/p
os
t@
f4
5.
no
Lomvi i fugle ell på Bjørnøya. Foto: Hallvard Strøm Fugleforsker fanger en unge av polarlomvi. Foto: Odd Harald Hansen Død polarmåke på Bjørnøya. Dødsårsaken var trolig store mengder PCB i blodet. 
Foto: Odd Harald Hansen
Det russiske fryseskipet Petrozavodsk som grunnstøtte ved Bjørnøya 11. mai 2009, i 
begynnelsen av hekkeperioden, utgjorde en stor trussel mot fuglelivet i området. 
Foto: Harald Steen


Miljøforvaltning

Trollposten 6/2009

Overrein, Øystein

Norwegian cruise tourism in 
Antarctica
MS Nordnorge anchored at Neko Harbour.
Map: Shaded areas show the main area 
for Norwegian tour operators.
Troll
Dronning 
Maud Land
FA
K
TA
A
R
K
 0
23
/N
, E
 
Some of the most vast and least disturbed natural areas remaining 
in the world are found in Antarctica. Cruise tourism in Antarctica 
has increased dramatically during recent years. Norwegian cruise 
operators currently have a 20 % share of the market. 
Text and photo: Øystein Overrein/Norwegian Polar Institute 2008-2009.  Read more at: www.npolar.no
Season MS Polar Star The Coastal Express Total
2001-2002 676 0 676
2002-2003 654 1747 2401
2003-2004 460 2329 2789
2004-2005 762 2730 3492
2005-2006 686 3570 4256
2006-2007 852 4073 4925
2007-2008 903 5467         6370
Number of tourists travelling with Norwegian tour operators
Tourists travelling with Norwegian tour operators (Source: IAATO statistics).
Guided tour for passengers from MS Polar Star, Spigot Peak, Antarctic Peninsula.
Over the last decade tourism in Antarctica has skyrocketed, becoming 
the biggest human activity on the continent. Although the Antarctic 
Treaty (1959) includes some guidelines relating to tourism, most 
regulations come from the travel business itself through guidelines 
prepared by the International Association of Antarctic Tour Operators 
(IAATO), established in 1991. Through these guidelines, IAATO has made 
a significant contribution toward rendering tourism in Antarctica 
environmentally sound. 
In addition to cruise ship tourism, 
expedition-based or extreme 
(sports) tourism has started to 
grow. This includes climbing and 
ski expeditions to sites on the 
continent, even to the South 
Pole. Currently only a few tens of 
people travel to Antarctica for such 
expeditions, but the number is 
increasing. 
Today two Norwegian cruise 
operators work in Antarctica – 
Hurtigruten Group ASA, with the 
ship MS Fram, and Polar Star
Expeditions, with MV Polar Star. 
The Fram carry up to 250 passeng-
ers, and the Polar Star has a 
capacity of 100 passengers. The 
ships take tourists to areas of 
unique natural beauty and cultural-
historical significance, mostly in 
the South Shetland Islands and 
north and north-western parts of 
the Antarctic Peninsula. Some 
cruises include visits to South 
Georgia and the Falkland Islands. 
Experiencing wildlife is an 
important goal for tourists in 
Antarctica. As a result, the most visited areas are also the most 
vulnerable. Tourism may have a detrimental effect on wildlife, as well as 
vegetation and cultural remains. Incidents like groundings and shipwrecks 
have lately shown that Antarctica is a demanding area for cruise tourism 
and that strict regulations must be implemented by the operators. 
The Norwegian Polar Institute is the executive authority for environmental 
management in the Norwegian areas of Antarctica, in accordance with the 
Norwegian Environmental Regulations for Antarctica. Under the provisions 
of the Antarctic Treaty, the Norwegian Polar Institute authorizes Norwegian 
tour operators in Antarctica and carries out inspections of their activities. 
So far, Norwegian tour operators are working to the satisfaction of the 
inspectors, yet there is potential for improvement. 
Norway strives to be a pioneer in environmental issues in Antarctica. It is
important to secure high standards for tourism in the region and to ensure 
that it is carried out within an environmentally responsible framework. The 
Norwegian Polar Institute’s experience in Svalbard is valuable in this 
context. Many tour operators work in both the Arctic and Antarctic.  
More measures to regulate tourism are slated to pass through the 
Antarctic Treaty system. These measures include Site Visitor Guidelines 
for 18 of the most visited sites, limiting landings to vessels with capacities 
of 500 or fewer passengers, a limit on one ship per site at a time and a 
maximum of 100 passengers landing at a site at one time, and at least one 
guide per 20 passengers during landings. 
Challenges ahead: 
•	 To increase our knowledge of the effects of today’s tourism and to  
 better understand how much tourism the environment can withstand.
•	 To develop safety and preparedness standards for cruise ships and  
 extreme tourism expeditions.
•	 To establish land-based tourist facilities.
•	 To prepare for how climate change may affect tourism, for example,  
 reduced ice cover and less drifting ice may make more areas   
 accessible to landings.
1992-2007 development in tourism in Antarctica (Source: IAATO statistics).
6512
7991 7679
9061
6524
10590 10883
14298
13193
16000
20818
24000
34354 34182
27687
14500
2882626245
22712
19886
13571
11588
12248
13826
100139604
7413
9367
81208016
6704
29530
0
5000
10000
15000
20000
25000
30000
35000
40000
1992-
93
1993-
94
1994-
95
1995-
96
1996-
97
1997-
98
1998-
99
1999-
00
2000-
01
2001-
02
2002-
03
2003-
04
2004-
05
2005-
06
2006-
07
2007-
08
2008-
09
N
um
be
r o
f T
ou
ris
ts
1992-2007 ANTARCTIC TOURIST TRENDS - 
Landed (Includes Ship and Land-based passengernumbers. 
1997-98 onwards includes some commercial yacht activity) March 14, 2008  
Antarctic Austral Summer Seasons
Projected
Est. Actual


English

Norwegian cruise tourism in Antarctica

Miljeteig, Cecilie

Gabrielsen, Geir Wing

Contaminants in black-legged kittiwake eggs from Kongsfjorden, Barentsburg and Pyramiden

Buanes, Arild

Riseth, Jan Åge

Mikkelsen, Eirik

Effekter på folk og samfunn : klimaendringer i norsk Arktis : NorACIA delutredning 4

Trollposten 2/2009

Trollposten 4/2009

Trollposten 5/2009

Oversettelse av Winthers kronikk/translation of Winther's chronicle "Trusler i isfritt Polhav" (Aftenposten 18.09.09

Winther, Jan-Gunnar

THE ARCTIC BASIN – A NEW SHIPPING LANE 
By Jan-Gunnar Winther, director, Norwegian Polar Institute 
 
The central parts of the Arctic Basin (the waters on and around the North Pole) 
may be nearly ice-free during the warmest months of the year in 10 to 20 years. 
This provides new possibilities for transport routes by water. However, increased 
traffic will increase the risk of long-term damage to the environment. As of 
today, the international regulatory framework to meet this challenge is not in 
place. Neither is the necessary capacity for rescue operations.  
  
A partly ice-free Arctic Basin will have consequences for marine flora and fauna, as 
well as for human activities, including commercial interests. The Arctic Basin has up 
to now been hard to access due to its ice cover. But within a couple of decades we can 
expect the Arctic Basin to be an international shipping lane of great importance. Ships 
which now have to pass through the Suez Canal or take even larger detours on their 
way between Asia and Europe will be able to sail across the North Pole, shortening 
their journeys by as much as 14 days.  
 
 
A new offshore highway 
As we speak, the German ship Beluga Fraternity is the first non-Russian ship to pass 
through the North-East Passage (partly along the Russian coastline) on its way from 
South Korea to western Europe. This milestone in international shipping and provides 
an idea of the possibilities that lie ahead in an ice-free Arctic Basin. A shipping lane 
straight across the Arctic Basin, through the Bering Strait (between Alaska and 
easternmost Russia) and the Fram Strait (between Svalbard and Iceland), is of even 
greater interest because it is shorter and saves even more time, in addition to the fact 
the ships will sail in international waters all the way.  
 
No polar nations are yet ready to fully handle such a new shipping lane between the 
continents – Norway included. The likelihood that the Arctic Basin will be navigable 
for ships parts of the year during the coming 10 to 20 years is so great that we must 
start finding solutions to the challenges of increased traffic now. These challenges are 
many and complicated. Safety, search and rescue are vital issues, as well as mitigating 
damages to the environment due to accidents. These issues are of crucial importance 
to all the five nations that border the Arctic Basin. Today fishing boats, research 
vessels, tourist boats, cruise ships and coal freighters to and from the Svea coal mine 
in Svalbard make up the main part of shipping around the archipelago of Svalbard. 
More oil and gas installations may be constructed in the Barents Sea and in north-west 
Russia during the years to come, and this business activity will lead to increased 
navigation. In addition, less ice in these waters will attract more cruise-liners and lead 
to more scientific cruises and fishing. Traffic will be further increased as container 
ships and freighters make use of the new intercontinental shipping lanes across the 
Arctic Ocean.  
 
 
A patchwork of regulations 
Lacking the necessary degree of international coordination, current regulations for 
navigation in the Arctic Basin are like a patchwork quilt. The Arctic nations have 
different requirements for vessels sailing in these waters. The nautical charts for the 
region are inadequate. Other facilities such as electronic navigation signals and 
satellite monitoring must be strengthened for safety reasons. The UN organization for 
improving maritime safety and preventing pollution from ships, the International 
Maritime Organization (IMO) plays a key part in the work to coordinate and establish 
requirements for safety and the environment. The Arctic Council is also an important 
forum for these issues. Norway must use both these channels actively in our work to 
increase safety for navigation in the north. These ambitions are incorporated in the 
new White Paper on Svalbard from the Norwegian Parliament, and also in the 
Government’s extended focus on the High North. Achievements in these fields 
demand a long-term national political intention and strong and flexible international 
cooperation in a process that will take years to conclude. This is therefore already an 
urgent matter.  
 
 
Time is money 
Time is money. This also goes for international shipping, which is why the Arctic 
Basin is such a relevant shipping lane between Asia and the large European harbours. 
Big shipping companies, as the German Beluga, are already doing their calculations. , 
Since it cannot be expected that the waters on and around the North Pole will be 
completely free of ice – only that ice will be reduced enough to make it possible to 
sail through – several shipping companies are ice-strengthening their vessels. The 
savings lie in the shorter sailing time, but ice-strengthening a ship that can pass 
through the Arctic Basin only a few months of the year is costly. Though the new 
transport routes will be shorter, there will be some ice-covered areas which the ships 
must steer clear of. To manage this, the vessels must slow down, and the skippers 
need accurate satellite maps every hour to keep track of the ice conditions ahead. 
Insuring a ship and a cargo through the Arctic is another expense that must be taken 
into account. Shipping companies also look at a larger picture, weighing the costs and 
advantages of transport in the Arctic Ocean against shipping in the south, where the 
dangers include warfare and pirates.  
  
 
Oil in the ice – the great fear  
The main threat to the marine environment in the Arctic is oil pollution. Today there 
is no efficient way to remove oil which has been emptied into the ice. The most 
probable solution is to burn it, which will have other negative impacts on the 
environment. Spills of heavy oil in the Arctic Basin will be a disaster for the 
environment. Arctic nature is vulnerable and its wounds heal slowly. The time spent 
to get to an oil spill to deal with it takes longer the further away from a harbour it 
happens. At present the response time for an oil spill at the eastern coast of Svalbard 
is one to two days at the least. Should the incident happen closer to the North Pole it is 
easy to imagine the consequences. A spill of heavy bunker fuel does extensive 
damage and has a long-term impact even in open waters in the Arctic.  
 
Another aspect is discharge which will come from increased traffic of ships. Scientific 
results imply that long-range transport of black carbon may speed up the melting of 
the sea-ice in the Arctic. The dark particles which cover the ice makes it reflect less 
energy from the sun, so it melts at a faster rate. On the other hand, ships will use less 
fuel – and hence discharge less – when they choose the shorter route across the Arctic 
Basin rather than doing the southern detour.  
 
 
Svalbard as a base for search and rescue 
The Svalbard archipelago (with Spitsbergen as the main island) is the Arctic Basin’s 
northernmost outpost of civilization. Due to its strategic geographical position it is 
easy to imagine the archipelago as a future base for monitoring, safety, search and 
rescue and oil pollution services. The resources which today exist in Svalbard are far 
from adequate when it comes to handling large accidents in the Arctic. With shipping 
across the North Pole, there is a need for wide-ranging helicopters and a far better oil 
pollution service, including better equipment and vessels that can reach far in a short 
amount of time. As a polar nation, Norway has a duty to pursue the development of 
the highest standards to prevent conflicts, accidents and environmental disasters from 
happening in the Arctic Basin. This must happen fast: while time-consuming 
processes and regulations are gradually falling into place, the ice is melting in Arctic 
waters.  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Source of figure: Utenriksdepartementet/St.meld 15 (2008-2009) 



The Arctic Basin - a new shipping lane

Not a member yet