ACTIVITY NUMBER SEVEN

JUSTICE HARRY
Question #3
Comparing the observed sea-ice extent in September 2002 over the two main
shipping navigation routes to the average projected 2070-2090, we see a wide
range of changes. It is expected that sea-ice would definitely decrease due to
climate change; making it navigable for cargo to get through more easily. With the
projected expectation of sea-ice, I will expect the North West passage route to easily
navigable than the North Sea route (i.e. be more free in the summer). This is
concise not with the geographical knowledge of the north; as the sunrise (albedo
activities) should be more effective in the East route. Apart from sea ice
advantages, the number of official route for the North West passage is greater
(about 7) which would make more access opportunities than the North Sea route.
Also, the number of straits in the North West passage is an advantage. Other factors
such as the presence of oil and gas are one big advantage. The oil and gas wells
found around or the area of the North West will be a major role for this. Also, the
water ways; that is the flow rate of water and how deep the ocean is would give an
advantage- because bigger ships or cargos will have the access to go through the
deeper water ways more easily. Security around the route might also play an
important role, for this reason the safer route would have an advantage. Because
everyone would want to get through a safe route, where there would be no sea
pirates. Other factors such as reliability would also play a big role. An international
strait that leads to country like China easily for example would burst an advantage
due to economic impotence.
Question #2
The shipping distance between Sue, Canal ports and Rotterdam is estimated to be
around 4733 miles (7617 km) while that of Rotterdam via NSR is estimated to be
around 8,500 km. Then Yokohama via Sue, Canal; is roughly about 11,133km and
Yokohama via NSR is about 7010km. Sea ice and water depths are the two main
impediments to navigation. While the entire route is affected by ice for much of the
year, in the summer there is melting due to the combined effects of milder
temperatures and the influx of warmer water. The North Cape current, an extension

of the Gulf Stream, affects water temperatures as far east as the Kara Sea, and the
great Siberian Rivers discharge large volumes of warmer water into coastal seas.
Between late commercial Shipping on the Northern Sea Route June and midNovember parts of the route are ice-free, and conditions improve progressively
Between June and September. The whole system is open for a period in the
summer, but all Sections are not necessarily open simultaneously. Dates of break-up
and freezing can vary widely and local winds are the principal influence on ice
conditions in a given area. Sustained Northerly winds can bring heavy ice from the
polar pack onto the route.
In view of all of the above maritime shipping companies are not yet considering
seriously the commercial potential of the Arctic as a navigation shortcut. Still, the
rise in bunker fuel prices and slow steaming practices can be considered incentives
for the development of niche services that could use the Arctic as a shortcut
between major markets of the northern hemisphere. By doing so, shipping services
would have the option to mitigate the distance advantage of the shorter Arctic
routes with the option of slower speeds and their fuel consumption benefits.