Säiliöalus ajoi karille jäämerellä.

[Miia]

Ylen teksti teeveestä lainattua:Dieseliä kuljettava säiliöalus on ajanut karille harvaan asutulla arktisella alueella Pohjois-Kanadassa.

Kanadan rannikkovartioiston mukaan mereen ei vuoda dieseliä, jota laivassa on yhdeksän miljoonaa litraa.

Alus ei pääse omin voimin liikkeelle, mutta tiettävästi siinä ei ole pahoja repeämiä.

Karilleajo sattui luoteisväylällä lähellä Gjoa Havenin kylää Nunavutin terriotoriossa keskiviikkona paikallista aikaa, kun säiliöalus oli kuljettamassa lastiaan syrjäseudulla asuville yhteisöille.

[Janne Koskinen]

Kyseinen alus mt Nannny; suomalaisillekin tuttu ex. svenski. Saman varustamon toinen alus sai pohjakosketuksen elokuussa kuten risteilyalus Clipper Adventurerkin. Ilmeisesti kuten aiemmin todettu arktististen alueiden luotaukset lienee "suuntaa-antavia".

"Canadisk tankskib stødt på grund i Arktis


Fredag 3. september 2010 kl: 08:55


Et canadisk tankskib, med 9 millioner dieselolie om bord, er gået på grund i det nordlige Canada. Der er ikke konstateret udslip fra det dobbeltskrogede og isklasse 1A forstærkede tankskib.

"Der er ingen tegn på forurening. Vi er fløjet hen over skibet to gange", siger Larry Trigatti fra Canadian Coast Guard til Montreal Gazette

"Besætningen har heller ikke meldt om indtrængende vand, og alle er i god behold".

Det 116 meter lange tankskib, der indtil for to år siden sejlede under svensk flag, var på vej med brændstofforsyninger til afsidesliggende egne, da det torsdag løb på en sandbanke sydwest for Gjoa Haven i Nunuvut.

Det er tredje gang i løbet af den sidste måned, at et skib er gået på grund i arktisk Canada. I begyndelsen af august gik et andet skib fra samme rederi - Mokami - på grund, og i sidste uge overgik samme skæbne det Clipper ejede krydstogtsskib Clipper Adventurer. Krydstogtsskibet sidder fortsat fast på et klippeskær, nu dog uden passagerer.

Kilde: montrealgazette.com"

"Fuel tanker runs aground in Northwest Passage
Agence France-Presse September 3, 2010   A fuel tanker has run aground in Canada's far north, carrying nine million litres of diesel fuel, the Canadian Coast Guard said yesterday. A coast guard spokesman said no leaks from the tanker have been detected in the pristine waters.

The ship struck a sandbar Wednesday in the Northwest Passage, southwest of the town of Gjoa Haven in Nunavut. It was carrying fuel to remote communities in the region.

Authorities and the ship's owner, Woodward's Oil, will attempt to float it off the sandbar, the official said.

Last week, the cruise ship Clipper Adventurer struck an uncharted rock in the same waterway, forcing the evacuation of more than 110 passengers and crew. No one was injured.

However, it took two days for the Canadian Coast Guard icebreaker Amundsen to reach the scene, prompting calls for Canada to beef up its search and rescue capabilities in the far north."


Read more: http://www.timescolonist.com/news/Fuel+tanker+runs+aground+Northwest+Passage/3477554/story.html#ixzz0yULCzvjQ

Ja riskeistä

"Every Arctic voyage is a potential disaster
 By Michael Byers, Citizen Special September 3, 2010 Be the first to post a comment
 An uncharted rock could have killed 200 people last week, had the weather in the Northwest Passage been poor.

Instead, passengers on the MV Clipper Adventurer, an ice-strengthened cruise ship travelling from Greenland to western Nunavut, were able to enjoy the sunshine on deck while waiting two days for rescuers to arrive. Just a few days earlier, an Arctic storm had grounded Prime Minister Stephen Harper's plane, with winds approaching hurricane strength.

Winds like that -- and the resulting ocean swells -- can tear a grounded ship apart. Just imagine scores of ill-equipped passengers, many of them elderly, being forced to abandon ship in stormy conditions. How long would they last in lifeboats being tossed around in near-freezing water?

And imagine the crew of a Canadian Forces Cormorant search and rescue helicopter at Comox, on Vancouver Island, 2,500 kilometres away. For it is they who would receive the call, being the closest ones with the equipment and training to conduct a maritime rescue in the middle of an Arctic storm.

Fortunately, last week's good weather made the icebreaker CCGS Amundsen a viable rescue option. It had been collecting data 800 kilometres away, and was diverted to pick up the tourists.

Yet the grounding of the Clipper Adventurer is a timely reminder that incomplete charts and search and rescue coverage turn every Arctic voyage into a potential disaster. As John Falkingham told the Nunatsiaq News, inadequate navigation charts are the "single biggest issue in the Arctic." Falkingham, who worked for the Canadian Ice Service for nearly three decades, explained that only one-10th of Canada's Arctic waters are charted to modern standards, and that the job will -- at this rate -- take three centuries to complete.

Last week's grounding was the second such incident in the Northwest Passage. When the MV Hanseatic struck bottom near Cambridge Bay in 1996, the ship had to be evacuated of all of its passengers. Again, the weather happened to be good. And twice this summer, including Thursday, a fuel tanker owned by Woodward's Oil Ltd. has run aground while delivering diesel to communities in Nunavut. Fortunately, neither incident caused a major spill.

It will take money to improve the charts quickly, but nowhere near the billions of dollars the federal government plans to spend on new Arctic Offshore Patrol Ships and F-35 strike-fighter aircraft. As for search and rescue, four old and slow Twin Otter aircraft based in Yellowknife constitute the entirety of the Canadian Forces northern fleet. C-130 Hercules cargo planes based in Trenton are relied on for most of the serious incidents, but the planes take six hours to reach the Northwest Passage and, once there, can only drop search and rescue technicians (SAR-techs) rather than hoist anyone on board.

No Cormorant helicopters are based in the Arctic, not even in summer. Federal bureaucrats consider it inefficient to locate search and rescue assets in the North, given the sparse population and consequently low probability of accidents. Yet Arctic shipping is increasing at an almost exponential rate, as the sea-ice melts and prices for natural resources rise. In the entire century between 1906 and 2006, there were only 69 transits of the Northwest Passage. Last year, there were 24 transits in just a single summer.

At present, Cormorants are deployed from their southern bases, as was the case in February 2007 when a helicopter from Comox was sent to rescue an Inuvialuit hunter trapped on an ice floe off Cape Parry, N.W.T. In January 2010, a Cormorant from Greenwood, N.S., took three days to fly the 3,500 kilometres to Resolute Bay to pull an Inuit hunter out of a similar predicament.

Each Coast Guard icebreaker carries at least one small, single-pilot Messerschmitt-Bölkow-Blohm helicopter. But these aircraft can carry only four passengers and have a range of just 350 kilometres. As a point of comparison, a Cormorant can carry up to 30 passengers, fly more than 1,000 kilometres without refuelling, and hoist people off a sinking ship in the middle of a hurricane.

Basing two Cormorants in the Arctic during the summer months would certainly help. Iqaluit, Nunavut, and Inuvik, Northwest Territories, are already equipped as forward operating locations for CF-18 fighter planes. From there, the Cormorants could cover the two areas of greatest maritime activity -- Baffin Bay and the Beaufort Sea -- and the Northwest Passage.

A Cormorant based in Inuvik could have reached the grounded Clipper Adventurer in less than four hours, and transferred all of the passengers to Kugluktuk, Nunavut, in just an hour or two more.

Not least, improving our charts and search and rescue capabilities would support the claim that the Northwest Passage constitutes Canadian internal waters, subject to our full jurisdiction and control. Providing adequate navigation aids and rescuing people in distress are fundamental responsibilities for any sovereign state.

Canada dodged a bullet in the Arctic last week. We can't count on being lucky again.

Michael Byers holds the Canada Research Chair in Global Politics and International Law at the University of British Columbia. He is the author of Who Owns the Arctic?"


Read more: http://www.ottawacitizen.com/news/Every+Arctic+voyage+potential+disaster/3476266/story.html#ixzz0yUMf5I5m