Northern Sea Route: Modern State and Challenges

2014 ◽  
Author(s):  
Nataliya Marchenko
Keyword(s):  
Oil And Gas ◽  
Chukchi Sea ◽  
Lessons Learned ◽  
Economic Feasibility ◽  
Asia Pacific ◽  
Russian Arctic ◽  
The North ◽  
Technical Requirements ◽  
Northern Sea Route ◽  
Ice Conditions

It is well-known that navigating the waterway from the primary trade hubs in northern Europe to the Asia-Pacific ports and contrariwise along the Russian Arctic Coast (Northern Sea Route - NSR) is much shorter and faster, than southern ways via Suez or around Africa. The NSR can significantly save costs (through saving time and fuel) and avoids the risk of attack by pirates. In addition, an increase in oil and gas activity in the North, forecasts of global warming and an ice-free Arctic have stimulated interest in Arctic navigation. However, Arctic transportation poses significant challenges because of the heavy ice conditions that exist during both the winter and summer. The profitability of using the NSR is called into question if possible high tariffs are included in the cost estimates. For many years, the NSR was principally used for internal Russian transport and since the end of the 1980s up until 2010, it was in stagnation with total amount of cargo transported annually stood at less than two million tons. Important political decisions in the 90s and increased economic feasibility intensified traffic and freight turnover. In 2013, the NSR Administration (NSRA) was established, new rules for navigation were approved and tariff policies were modified. In 2013, the NSRA issued 635 permits to sail in NSR waters, and 71 transit voyages have since been completed. The total amount of transit cargo was 1.36 million tons. More than 40% of the total number of permits were issued to vessels without ice class [1] according to the Russian Maritime Register of Shipping [2]. There are strong technical requirements for vessels attempting to sail the NSR; regardless, several accidents occurred in 2012–2013. Two vessels were dented by ice in the Chukchi Sea in 2012. A tanker was holed in September 2013 and created a real danger of an ecological disaster from fuel leakage for several days. Despite the expectation of an ice-free Arctic, the ice conditions in 2013 were rather difficult, and the Vilkitsky Strait (a key strait in the NSR between the Kara and Laptev seas) was closed by ice for almost the entire navigation period. In this paper, we review the current situation in the Russian Arctic, including political and administrative actions, recent accidents and the associated conditions and lessons learned.

scholarly journals Knowledge Co-production in Contested Spaces: An Evaluation of the North Slope Borough – Shell Baseline Studies Program

ARCTIC ◽  
2019 ◽  
Vol 72 (1) ◽  
pp. 43-57 ◽  
Author(s):  
Nathan P. Kettle
Keyword(s):  
Oil And Gas ◽  
Steering Committee ◽  
Lessons Learned ◽  
The Arctic ◽  
North Slope ◽  
Oil And Gas Development ◽  
Boundary Organization ◽  
Contested Spaces ◽  
The North ◽  
Trade Offs

Supporting the development of trusted and usable science remains a key challenge in contested spaces. This paper evaluates a collaborative research agreement between the North Slope Borough of Alaska and Shell Exploration and Production Company—an agreement that was designed to improve collection of information and management of issues associated with the potential impacts of oil and gas development in the Arctic. The evaluation is based on six categories of knowledge co-production indicators: external factors, inputs, processes, outputs, outcomes, and impacts. Two sources of data were used to assess the indicators: interviews with steering committee members and external science managers (n = 16) and a review of steering committee minutes. Interpretation of the output and outcome indicators suggests that the Baseline Studies Program supported a broad range of research, though there were differences in how groups perceived the relevance and legitimacy of project outcomes. Several input, process, and external variables enabled the co-production of trusted science in an emergent boundary organization and contested space; these variables included governance arrangements, leveraged capacities, and the inclusion of traditional knowledge. Challenges to knowledge co-production on the North Slope include logistics, differences in cultures and decision contexts, and balancing trade-offs among perceived credibility, legitimacy, and relevance. Reinforced lessons learned included providing time to foster trust, developing adaptive governance approaches, and building capacity among scientists to translate community concerns into research questions.

scholarly journals EFFICIENCY OF USING REMOTE METHODS OF ENVIRONMENTAL MONITORING IN THE RUSSIAN ARCTIC (ON THE EXAMPLE OF OIL AND GAS COMPANIES)

2020 ◽  
Vol 70 (4/2020) ◽  
pp. 126-139
Author(s):  
A. E. Cherepovitsyn ◽  
◽  
D. M. Metkin ◽  
Keyword(s):  
Environmental Monitoring ◽  
Remote Monitoring ◽  
Oil And Gas ◽  
Economic Feasibility ◽  
The Arctic ◽  
Russian Arctic ◽  
Negative Consequences ◽  
Ecological Situation ◽  
Industrial Facilities ◽  
The Impact

The Arctic zone of the Russian Federation (AZRF) is characterized by the fragility of the ecosystem, the slightest violation of which can lead to catastrophic negative consequences on a global scale. Due to the availability of production facilities of various scales and environmental safety classes within the territorial and aquatic Arctic, the risk of negative impact on the environment is very significant. In order to prevent possible environmental damage within the AZRF, it is advisable to carry out activities related to the implementation of continuous monitoring of the environment aimed at detecting sources that pose a potential threat to the ecosystem. Taking into account the harsh Arctic climate, the lack of the possibility of year-round land access to industrial facilities located in the Russian Arctic, the scale and peculiarities of the implementation of Arctic offshore projects for the extraction and processing of hydrocarbons, the length and congestion of the used logistic artery - the Northern Sea Route, the choice of means, which are used for monitoring the ecological situation is justified by their mobility and efficiency. In particular, such means include technologies that allow remote monitoring of the environmental situation of industrial facilities. The article outlines the role of remote methods of environmental monitoring and control in the system of environmental protection measures of the Russian Arctic, presents methods for assessing the impact of industrial facilities of the oil and gas complex (OGC) on the environment of the Russian Arctic, presents the results of assessing the effectiveness of using remote methods of environmental monitoring of industrial facilities for the production and processing of hydrocarbons (HC) in the AZRF. The scientific novelty of the study lies in the substantiation of the ecological and economic feasibility of using the methods of remote monitoring of the ecological situation in the Arctic.

PREPARATION AND IMPLEMENTATION OF A SAFETY MANAGEMENT SYSTEM IN BHPP

1997 ◽  
Vol 37 (1) ◽  
pp. 657
Author(s):  
P.C. Hunter
Keyword(s):  
Management System ◽  
Oil And Gas ◽  
Safety Management ◽  
Oil Field ◽  
Safety Performance ◽  
Asia Pacific ◽  
Gas Treatment ◽  
Safety Management System ◽  
North West ◽  
The North

BHP is a leading global resources company which comprises four main business groups: BHP Copper, BHP Minerals, BHP Steel and BHP Petroleum. BHP Petroleum (BHPP) global operations are divided into four Regions and Australia/Asia Region is responsible for exploration, production, field development and joint ventures in the Asia-Pacific region. In Australia, the Company's largest producing assets are its shares of the Gippsland oil and gas fields in Bass Strait and the North West Shelf project in Western Australia.BHPP operates three Floating Production, Storage and Offloading (FPSO) vessels-Jabiru Venture, Challis Venture and Skua Venture-in the Timor Sea and one FPSO, the Griffin Venture, in the Southern Carnarvon Basin. Stabilised oil is offloaded from all four FPSOs by means of a floating hose to a shuttle tanker. Gas from the Griffin Venture is compressed and transferred through a submarine pipeline to an onshore gas treatment plant.BHPP's Asian production comes from the Dai Hung oil field offshore Vietnam where BHPP is the operator and from Kutubu in Papua New Guinea.In Melbourne, BHPP operates a Methanol Research Plant and produced Australia's first commercial quantities of methanol in October 1994.BHPP is an extremely active offshore oil and gas explorer and has interests in a number of permits and blocks in the Australian-Indonesian Zone of Co-operation.This paper discusses BHPP's approach to safety management, both for its worldwide operations and specifically in Australia/Asia Region. It explains how BHPP's worldwide safety management model takes regional regulatory variations into account. It shows, specifically, how this has been done in Australia/Asia Region using what BHPP considers to be a best practice approach.The paper describes how BHPP Australia/Asia Region benchmarked its performance against other operators in Australia and the North Sea. It explains how the findings of the benchmarking study were used to plan the preparation of a safety management system (SMS). The structure of the SMS is described along with the legal requirements in Australia.The paper concludes that implementation of the SMS is progressing according to plan and points out that safety cases for the FPSOs have been submitted to the Regulators. Implementation of the SMS and the drive for world class safety standards is having a substantial effect and safety performance is improving. One measure of safety performance, the Lost Time Injury Frequency Rate (LTIFR) is down from around 15 at the end of 1994 to under 3 in December 1996.

Collaboration and Optimization Processes Contribute to Ultra-ERD Offshore Well Success

2021 ◽  
Vol 73 (05) ◽  
pp. 61-62
Author(s):  
Judy Feder
Keyword(s):  
Western Australia ◽  
Oil And Gas ◽  
New Technology ◽  
Data Interpretation ◽  
Primary Objective ◽  
Asia Pacific ◽  
Time Data ◽  
The North ◽  
Engineering Collaboration ◽  
Engineering Designs

This article, written by JPT Technology Editor Judy Feder, contains highlights of paper SPE 202251, “Transforming the Mindset To Drill Ultra-ERD Wells With High Tortuosity,” by Barry Goodin, SPE, Duane Selman, and Andy Wroth, Vermilion Oil and Gas, et al., prepared for the 2020 SPE Asia Pacific Oil and Gas Conference and Exhibition, originally scheduled to be held in Perth, Australia, 20–22 October. The paper has not been peer reviewed. The complete paper describes the extensive integrated engineering collaboration and optimization process that allowed an operator to push the drilling and completion envelope to drill a pair of complex, ultra-extended-reach-drilling (ERD) wells in the mature Wandoo field in the Carnarvon Basin offshore Western Australia. The shallow reservoir depth, extreme ERD profile, and high tortuosity requirement for the wells posed significant challenges. These were overcome with extensive planning; integrated engineering designs; application of new technology; good-quality, real-time data interpretation; and strong execution support from both rig site and town. Introduction The Wandoo field, in 56 m of water off-shore Western Australia, was discovered in 1991 and subsequently developed and placed on production in 1993. The shallow unconsolidated sandstone reservoir consists of a heavily biodegraded oil column overlain by a gas cap and supported by a strong aquifer drive. Field infrastructure consists of a 15-well-slot manned production facility, Wandoo B, and a five-slot monopod, Wandoo A, which is tied back to Wandoo B by subsea in-field pipelines. In late 2018, the operator planned and executed a two-well drilling campaign consisting of two complex, ultra-ERD wells, Wandoo B15 and B16. Both wells were planned to be batch drilled for the top hole and intermediate hole sections, with the production hole sections to be drilled and completed sequentially. The primary objective for the B15 well was to recover unswept oil along the western flank of the field and track the well along the main Wandoo fault to the north to assess the structure and reserves from the northern tip of the field. The B16 well objective was to access unswept reserves through the center and down to the south of the field, essentially twinning the B11ST1 well, another ERD well drilled on an earlier campaign, to its eastern flank. To maximize recovery, both wells needed to be placed approximately 1 m below the top of the reservoir, except where overlain by the gas cap, in which case the wells were to be placed approximately 2 m below the gas/oil contact to avoid gas coning. Drilling Challenges and Solutions The first half of the complete paper presents a detailed discussion of the drilling challenges and solutions, illustrated with schematics, maps, charts, and graphs. Both Wells B15 and B16 were classified as ultra-ERD wells because the shallow true vertical depth (TVD) of the reservoir resulted in extreme stepout ratios and required highly complex well paths to access the remaining reserves. The complete paper lists various specific drilling- and systems-related challenges.

Early Production Life of Wheatstone Project Offshore Australia Yields Key Lessons

2021 ◽  
Vol 73 (08) ◽  
pp. 51-52
Author(s):  
Chris Carpenter
Keyword(s):  
Oil And Gas ◽  
Asia Pacific ◽  
North West ◽  
The North ◽  
Sand Control ◽  
Single Well ◽  
Early Production ◽  
Northern Carnarvon Basin ◽  
Shelf Region ◽  
Gas Fields

This article, written by JPT Technology Editor Chris Carpenter, contains highlights of paper SPE 202246, “Wheatstone: What We Have Learned in Early Production Life,” by John Pescod, SPE, Paul Connell, SPE, and Zhi Xia, Chevron, et al., prepared for the 2020 SPE Asia Pacific Oil and Gas Conference and Exhibition, originally scheduled to be held in Perth, Australia, 20–22 October. The paper has not been peer reviewed. Wheatstone and Iago gas fields, part of the larger Wheatstone project, commenced production in June 2017. The foundation subsea system includes nine Wheatstone and Iago development wells tied back to a central Wheatstone platform (WP) for processing. Hydrocarbons then flow through an export pipeline to an onshore processing facility that includes two liquefied-natural-gas (LNG) trains and a domestic gas facility. The complete paper highlights some of the key learnings in well and reservoir surveillance analysis and optimization (SA&O) developed using data from early production. Asset Overview Chevron Australia’s Wheatstone project is in the North West Shelf region offshore Australia (Fig. 1). Two gas fields, Wheatstone and Iago (along with a field operated by a different company), currently tie into the WP in the Northern Carnarvon Basin. These two gas fields are in water depths between 150 and 400 m. The platform processes gas and condensate through dehydration and compression facilities before export by a 220-km, 44-in., trunkline to two 4.45-million-tonnes/year LNG trains and a 200 tera-joule/day domestic gas plant. A Wheatstone/Iago subsea system consisting of two main corridors delivers production from north and south of the Wheatstone and Iago fields to the WP. Currently, the subsea system consists of nine subsea foundation development wells, three subsea production manifolds, two subsea 24-in. production flowlines, and two subsea 14-in. utility lines. The nine foundation development wells feed the subsea manifolds at rates of up to 250 MMscf/D. These wells have openhole gravel-pack completions for active sand control and permanent downhole gauges situated approximately 1000-m true vertical depth above the top porosity of multi-Darcy reservoir intervals for pressure and temperature monitoring. All wells deviate between 45 and 60° through the reservoir with stepout lengths of up to 2.5 km. The two subsea 24-in. production flowlines carry production fluids from the subsea manifolds to two separation trains on the WP. Each platform inlet production separator can handle up to 800 MMscf/D. The two 14-in. utility flowlines installed to the subsea manifolds allow routing of a single well to the platform multiuse header, which can direct flow into the multiuse separator (MUS) or other production separators at a rate of 250 MMscf/D.

Chemical Sand Consolidation and Agglomeration Control Sand Production

2021 ◽  
Vol 73 (10) ◽  
pp. 73-74
Author(s):  
Chris Carpenter
Keyword(s):  
Success Rate ◽  
Oil And Gas ◽  
Lessons Learned ◽  
Asia Pacific ◽  
Interval Length ◽  
Sand Production ◽  
Chemical Application ◽  
Placement Method ◽  
Sand Control ◽  
Production Period

This article, written by JPT Technology Editor Chris Carpenter, contains highlights of paper SPE 202419, “Performance Review of Chemical Sand Consolidation and Agglomeration for Maximum Potential as Downhole Sand Control: An Operator’s Experience,” by Nur Atiqah Hassan, SPE, Wei Jian Yeap, SPE, and Ratan Singh, Petronas, et al., prepared for the 2020 SPE Asia Pacific Oil and Gas Conference and Exhibition, originally scheduled to be held in Perth, Australia, 20–22 October. The paper has not been peer reviewed. Chemical sand consolidation (SCON) and sand agglomeration have been identified as effective chemical treatments to control sand production downhole. Both treatments involve injection of chemicals into the near-wellbore area of the reservoir with the aim of improving the strength of the formation and thus reducing the tendency for sand production. The complete paper presents lessons learned and best practices from several chemical SCON and sand-agglomeration treatments performed in mature fields in Malaysia. SCON and Sand Agglomeration History and Performance Petronas has deployed approximately 20 SCON and three sand-agglomeration treatments over nine different offshore fields since 2009. Of 20 planned SCON jobs, four were suspended for a variety of reasons such as budget constraints or operational complexity. Of the 16 SCON jobs executed, a success rate of approximately 75% was achieved. The number of sand agglomeration jobs executed is significantly lower; only three were completed, with one failure case. In terms of effective production, SCON has better overall performance than sand agglomeration. The average effective production period for SCON is approximately 2.9 years, while the average effective production period for sand agglomeration is approximately 2.5 years. Criteria for Candidate Selection Completion Type. - In considering the historical success rate of SCON and sand-agglomeration jobs according to completion type, most viable candidates were completed with perforated cased hole, contributing to approximately 87% of all chemical SCON and sand-agglomeration jobs. Despite the challenges caused by chemical placement in openhole completions, all of these jobs have been successful because of stringent planning. Overall, the success rate for chemical SCON and agglomeration under cased-hole completion is approximately 73%. Perforation Interval Length. - For effective chemical placement, the perforation interval length is limited to 20 ft according to internal guidelines, especially for cases using bullheading as the placement method. For perforation interval lengths greater than 120 ft, the failure rate can be as high as 10%. According to historical trends, no failure was encountered for chemical SCON and sand-agglomeration jobs with perforation intervals of less than 40 ft. The historical analysis indicates, therefore, that the benchmark criteria of perforation interval length could be extended to 40 ft from the current 20 ft. Placement Method. - Most chemical treatment jobs executed were completed using bullheading, contributing to approximately 80% of all chemical SCON and sand-agglomeration jobs. No failure cases were recorded for treatments that used coiled tubing because of the controlled chemical placement. Perforation intervals of almost 100 ft using bullheading placement methods have succeeded. One contributing factor for successful treatment in long intervals using bullheading is the use of diversion techniques. Nitrogen is commonly used as part of a diversion method along with chemical application.

Navigation in the Russian Arctic: Sea Ice Caused Difficulties and Accidents

2013 ◽  
Author(s):  
Nataliya Marchenko
Keyword(s):  
Sea Ice ◽  
Barents Sea ◽  
Arctic Sea Ice ◽  
The Arctic ◽  
Russian Arctic ◽  
Arctic Seas ◽  
The North ◽  
The Barents Sea ◽  
Arctic Sea ◽  
Ice Conditions

The 5 Russian Arctic Seas have common features, but differ significantly from each other in the sea ice regime and navigation specifics. Navigation in the Arctic is a big challenge, especially during the winter season. However, it is necessary, due to limited natural resources elsewhere on Earth that may be easier for exploitation. Therefore sea ice is an important issue for future development. We foresee that the Arctic may become ice free in summer as a result of global warming and even light yachts will be able to pass through the Eastern Passage. There have been several such examples in the last years. But sea ice is an inherent feature of Arctic Seas in winter, it is permanently immanent for the Central Arctic Basin. That is why it is important to get appropriate knowledge about sea ice properties and operations in ice conditions. Four seas, the Kara, Laptev, East Siberian, and Chukchi have been examined in the book “Russian Arctic Seas. Navigation Condition and Accidents”, Marchenko, 2012 [1]. The book is devoted to the eastern sector of the Arctic, with a description of the seas and accidents caused by heavy ice conditions. The traditional physical-geographical characteristics, information about the navigation conditions and the main sea routes and reports on accidents that occurred in the 20th century have reviewed. An additional investigation has been performed for more recent accidents and for the Barents Sea. Considerable attention has been paid to problems associated with sea ice caused by the present development of the Arctic. Sea ice can significantly affect shipping, drilling, and the construction and operation of platforms and handling terminals. Sea ice is present in the main part of the east Arctic Sea most of the year. The Barents Sea, which is strongly influenced and warmed by the North Atlantic Current, has a natural environment that is dramatically different from those of the other Arctic seas. The main difficulties with the Barents Sea are produced by icing and storms and in the north icebergs. The ice jet is the most dangerous phenomenon in the main straits along the Northern Sea Route and in Chukchi Seas. The accidents in the Arctic Sea have been classified, described and connected with weather and ice conditions. Behaviour of the crew is taken into consideration. The following types of the ice-induced accidents are distinguished: forced drift, forced overwintering, shipwreck, and serious damage to the hull in which the crew, sometimes with the help of other crews, could still save the ship. The main reasons for shipwrecks and damages are hits of ice floes (often in rather calm ice conditions), ice nipping (compression) and drift. Such investigation is important for safety in the Arctic.

scholarly journals Analysis of ice conditions of year-round navigation of Arc7 vessels in the southwestern part of the Kara Sea

2021 ◽  
Vol 67 (3) ◽  
pp. 236-248
Author(s):  
T. A. Alekseeva ◽  
S. V. Frolov ◽  
V. Ye. Fedyakov ◽  
E. I. Makarov ◽  
E. U. Mironov ◽  
...  
Keyword(s):  
Sea Ice ◽  
Kara Sea ◽  
Southwestern Part ◽  
The North ◽  
Northern Sea Route ◽  
Ice Conditions ◽  
Ice Regime ◽  
Ice Navigation ◽  
New Generation ◽  
Hydrometeorological Conditions

Since 2006, a new generation of reinforced ice class Arc7 vessels has been operating on the Northern Sea Route. Safe and efficient sailing of this type of vessels in sea ice demands a detailed study of ice conditions. Accumulation and analysis of data on ice and hydrometeorological conditions for the entire Arctic in comparison with ice conditions along the route of vessels is an essential part of the development of optimal variants and optimal routes for ice navigation.The main aim of the study was to generalize the conditions of ice navigation of Norilskiy Nickel vessels along the optimal navigational routes in the south-western part of the Kara Sea. Based on the reports on sailing obtained from vessels of the “Norilskiy Nickel” type for the 2006–2014 period, we calculated the probability of choosing the optimal route along the Murmansk – Dudinka passage: through the Kara Gate Strait (seaward, central or coastal route) or the north of Cape Zhelaniya. During the year, vessels move predominantly through the Kara Gate. However, for three month per year, from April to June, the most appropriate route lies to the north of the Zhelaniya Cape. In April – May it is, on average, every second navigation, and in June – more than 80 % of all navigation. The features of the ice regime determining the choice of the specific navigation route, are described. The speeds of vessels of the “Norilskiy Nickel” type along various navigation routes in drifting sea ice of the Kara Sea are calculated. The fastest speed in drifting ice was recorded in the winter navigations of 2007–2008 and 2011–2012, in the January-May of these years the average speed was 10.2 and 11.2, correspondingly. The minimum speed in these years, even during the months of maximum ice cover growth, was not less than 4.8 knots. In other years, the average speeds were in the range of 9.2–9.8 knots. During the whole period of study, ice conditions that were extremely difficult for navigation formed three times: at the end of May 2009, at the end of March 2010 and in the middle of March 2011, these are considered in more detail in the present article.

Global Dispersant Approvals in Asia Pacific – Current Status and On Going Challenges

2017 ◽  
Vol 2017 (1) ◽  
pp. 657-677
Author(s):  
Thomas Coolbaugh ◽  
Geeva Varghese ◽  
Lau Siau Li
Keyword(s):  
Large Scale ◽  
Oil And Gas ◽  
Oil And Gas Industry ◽  
Lessons Learned ◽  
Asia Pacific ◽  
Current Status ◽  
Gas Industry ◽  
Dispersed Oil ◽  
Regulatory Perspective ◽  
Oil Spill Response

ABSTRACT Following the Macondo Incident, the international oil and gas industry spent significant time and effort analyzing lessons learned and implementing key projects to ensure that critical response and preparedness issues that were identified are addressed to improve response capabilities. The Global Dispersant Stockpile (GDS) was established as part of a post-Macondo Joint Industry Project through Oil Spill Response Limited (OSRL), recognizing that delivery of sufficient quantities of dispersant is a key element for a successful dispersant operation, especially during the initial phases of a large scale response to an event such as a subsea well blowout. Taking into account the global approval status and proven effectiveness on a range of crude oils, three key oil dispersants, Finasol® OSR 52 (Total), Corexit® EC9500A (Nalco) and Slickgone® NS (Dasic) were selected for the Global Dispersant Stockpile. A total of 5,000 m3 of these dispersants are now stored and ready to be deployed from five strategically positioned global locations. For example, sizable volumes of two of these products (total volume = 700 m3) are located at OSRL’s response base in Singapore, which can be quickly mobilized to support a response in the Asia Pacific region. An ongoing effort associated with the management of the GDS is to enable the pre-approval of at least one of the three products for countries in the region where spill response may be required. At present, this is not the case in the region for a variety of reasons, e.g., toxicity concerns and biodegradation processes of dispersed oil. A particularly cautious approach by regulatory authorities following the Macondo incident, coupled with a number of other specific regional concerns, has exacerbated the issue of obtaining and maintaining dispersant approvals in the region. The aim of this paper is to identify and discuss the existing regulatory framework governing the dispersant product approval process and dispersant use authorization for countries in Asia Pacific. The paper will detail the present status of regulations related to dispersant use for a number of countries in the region, the potential challenges associated with achieving permissions in countries with no regulations and a discussion of strategies to address identified obstacles. Additionally the activities that are being undertaken to expand regulatory approvals will also be addressed. It is anticipated that a greater understanding of the reasoning behind the GDS will facilitate a positive regulatory perspective and the potential for dispersant pre-approval in the region.

scholarly journals Prospects for the development of Arctic cruise tourism in the western sector of the Russian Arctic

2020 ◽  
pp. 130-138
Author(s):  
A.V. Kunnikov ◽  
Keyword(s):  
North Pole ◽  
The Arctic ◽  
Russian Arctic ◽  
Western Sector ◽  
Novaya Zemlya ◽  
The North ◽  
Northern Sea Route ◽  
Franz Josef Land ◽  
The World ◽  
Cruise Tourism

Arctic cruise tourism is becoming more and more popular every year. With the development of tourism infrastructure, icebreaker fleet and other delivery means, the number of tourists visiting the Arctic from all over the world is growing. Arctic tourism includes not only cruises directly to the North Pole, but also cruises to the Arctic Archipelagos of Franz Josef Land, Novaya Zemlya and voyages along the Northern Sea Route.

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