Categories
Aviation photography

Aviation photography: when rain helps the photographer

Harbour Air Twin Otter floatplane C-GQKN on final for Vancouver Harbour, in British-Columbia, during Summer 2016. Photo taken with a Canon 5DSR full frame camera.
Harbour Air Twin Otter floatplane C-GQKN on final for Vancouver Harbour, in British-Columbia, during Summer 2016. Photo taken with a Canon 5DSR full frame camera.

It looked like it would be an average day for a photography session at the Vancouver Harbour. The sky was quite ordinary, which means totally cloudless. But around noon, a new and more humid air mass made its way in British Columbia and rapidly the blue sky was replaced by clouds and precipitations. At the same time, the high intensity light that was prevailing around noon suddenly took more acceptable levels for photography.

Pilots of different bush floatplanes like the Twin Otter (DHC-6), Turbo Otter (DHC-3T) and Beaver (DHC-2) had to deal with the sudden weather deterioration in order to complete the daily planned flights. But one man’s loss is another man’s gain. For aviation photography, low clouds and light intensity meant that the pictures would be more interesting.

The photo above was taken with a Canon 5DSR full-frame DSLR camera equipped with a Canon 70-200 f2.8L IS II USM telephoto lens. In order to capture the moving propellers, I had to set a low shutter speed. The scene was then cropped to avoid visual distractions. The 50.6 megapixels full-frame sensor of the Canon 5DSR facilitates cropping when it is required.

In the foreground, there is a Harbour Air Twin Otter floatplane (C-GQKN) approaching to land in the Vancouver Harbour. In the background, far away and in the superior right corner of the photo, the pilot of a Turbo Otter floatplane also deals with worsening weather while ensuring that he maintains a visual contact with high ground obstacles surrounding the harbour.

Categories
Geopolitics

Books : “Passer par le Nord” – La nouvelle route maritime

« Passer par le Nord » (Northern Sea Route), by Isabelle Autissier and Érik Orsenna, is an essential book for the reader who wishes to learn more about the profound transformations brought on by global warming, with regards to geopolitical, economic and ecological issues in the Arctic.

The book is at the same time a lesson in geography, history, politics, ecology and economy. It will certainly captivate those who are interested in maritime traffic and the development of new maritime routes, as well as the race towards the appropriation and exploitation of the immense oil and gas resources of the North.

Book cover of "Passer par le Nord" by Isabelle Autissier and Érik Orsenna
Book cover of “Passer par le Nord” by Isabelle Autissier and Érik Orsenna

In order to sustain the reader’s interest, several maps are included in the book. They are very useful when comes the time to better understand the history and different uses, past and present, of the seas, islands and territories like: Kara Sea, Barents Sea, Laptev Sea, Franz Josef Land, Novaya Zemlya, Aleutian Islands, New Siberian Islands, North Land, Wrangel, Bering Strait, Svalbard, Spitzberg, Oslo, Tromsö, Kirkenes, Murmansk, etc.

Some of the seaways of Russia, which are among the longest in the world, are equally presented: Ob, Yenisei, Lena and Kolyma.

Numerous geographical maps are available at the following site : http://www.lib.utexas.edu/maps/polar.html

The numbers talk for themselves:  to go from Rotterdam to Yokohama, a ship must travel 20,600 kilometers when passing through the Suez Canal. Only 12,800 kilometers are needed when using the northeast passage along the Siberian coast and 11,800 kilometers when traveling across the pole in the absence of ice during summer (this new transpolar route could be usable as soon as 2025). The need of resources by China and India, associated with melting ice in the poles, are rapidly taking Siberia out of its isolation.

Important people

The reader will certainly be interested by the information on the people who played a significant role in the discovery and exploitation of seas, islands and lands bordering the Northeast maritime route. Here are few of those names: the Viking Otar, Willem Barents, Simon Dejnev, Vitus Bering, Peter the Great, Alexander Baranov, Ivan Veniaminov, Adolf Erik Nordenskjöld, Ada Blackjack, etc.

The first northern crossing from the Atlantic to the Pacific belongs to a Swedish named Adolf Erik Nordenskjöld in 1879. Thirty-six years (1915) were needed to witness the second complete crossing, this time by Russian icebreakers under the command of Boris Vilkitski.

The importance of icebreakers

Icebreakers are extremely important for Russia, so much for protecting its recognized sovereignty and defending its new territorial claims than for economic reasons (insure the usability of the Northeast Passage and the continuous exploitation of the oil and gas resources along the Siberian coast).

The United States must also build icebreakers, so much for geopolitical and economic reasons than to insure the protection of a growing number of cruise ships that are about to use the narrow and risky channels of the Arctic.

Arctic geographic map (Source: www.arcticcenter.org)
Arctic geographic map (Source: www.arcticcenter.org)

Collaboration and obstacles in the Barents Sea

An obvious collaboration exists between Russia and Norway with regards to fishing in the Barents Sea and in the south of Svalbard, a sector rapidly becoming more strategic with the northern migration of several fish species caused by the climatic changes. Ecosystems are nonetheless in danger due to the rapidly warming waters and insufficient time to adapt.

What are the obstacles presented by the Barents Sea towards tankers, ships and platforms? First the fog, which can last for weeks, than the “lows” which destroy vessels and twist superstructures. Finally, freezing spray adds excessive weight and freezes every crank on ships and platforms. In the event of an accident caused by oil or gas exploitation, the extreme meteorological conditions will present very important challenges.

One note on Siberia

The exploitation of mineral resources in Siberia was initially made possible, under Lenin, through work camps (gulags), since there were no volunteers ready to exile themselves in that hostile region.

The authors suggest, for whoever is interested in Siberia, the soon to be published book by Éric Hoesli. He has already published, in 2006, a very well documented book on the Caucasus: À la conquête du Caucase.

Oslo: Tschudi and Aker Solutions

The authors present two Norwegian companies based in Oslo which deal with logistics at sea: TSCHUDI and Aker Solutions.

Back cover of the book " Passer par le Nord " by Isabelle Autissier and Érik Orsenna
Back cover of the book ” Passer par le Nord ” by Isabelle Autissier and Érik Orsenna

Shtokman and Yuzhno-Tambeyskoye natural gas reserves

The reader will certainly appreciate the chapter on the “eldorados glacés” (iced eldorados) which develops on the Shtockman and Yuzhno-Tambeyskoyenatural gas reserves fields (the latter holds 25% of the world reserve of natural gas). There are numerous challenges with regards to the exploitation of those fields: investments of twenty billion dollars, a necessary alliance between Russia, France (TOTAL) and China (CNPC), gigantic infrastructures to be built, the stabilization of all installations using thousands of posts, a constant fight against ice, the construction of thirty tankers (among them sixteen icebreakers), and the obligation to use the Northern maritime route.

Global warming

The book covers at length the accumulated effects of military, industrial and commercial activities on animal life and the environment. The fragility of the Arctic is well demonstrated. The reader will be surprised by the extent of nuclear wastes spread around the Novaya Zemlya.

The global warming favors the migration of species northward, an increase in the number of fishing vessels in the Arctic and political tensions between nations related to the ownership of the zone located between 12 and 200 miles along the different coasts. The native species are losing ground to the profit of the invasive species.

“[My translation] The diminishing polar ice will favor an increase in the number of ships in the Arctic with the added risk of collisions and the emission of all kind of noises that disrupt animals and prevent them from feeding correctly and communicate properly between them or with their offspring. Seismic tests or low-frequency sonars used by fishermen and militaries are particularly devastating.” (p.203)

With few exceptions (Norway, Japan, Iceland), the moratorium on whale hunting is respected. The official predation by Inuit and the Russian poaching are limited.” (p.203)

Map showing the links behind the accelerated warming of the Arctic (Source: http://arctic-news.blogspot.ca/2012/09/storm-enters-arctic-region.html)
Map showing the links behind the accelerated warming of the Arctic (Source: http://arctic-news.blogspot.ca/2012/09/storm-enters-arctic-region.html)

Increase in extreme weather events

“[My translation] The diminishing pack ice will act on the oceanic currents, but also on the atmosphere by slowing down the higher jet streams. This phenomenon will favor an increase in extreme [weather] events (cold spells or heat waves, droughts or floods) at our mid-latitudes.”(p.219)

Response time when faced with an ecological disaster in the Arctic

The Bureau of Ocean Energy Management (USA) “[my translation] estimates that 61 000 barrels [of oil] would spill in the sea every day if a well exploded. The Shell Company indicates that it would need thirty-eight days to drill a relief well while it needed eighty-five in the Gulf of Mexico, infinitely more accessible and less dangerous. Admitting that it would show the same celerity as for Deepwater Horizon , which in itself would be a feat, more than 800 000 tons of oil would spill in the Arctic.

More likely, operating conditions in ice, fog and storms would prevent the realization of the work within only one summer. Once the polar night would set, a decision to let the well spill all winter would have to be taken, if not for many years in a row.” (p.229)

Methane

“[My translation] Methane has a greenhouse effect that is twenty-three time superior to that of the CO2, that is already presented as our worst enemy” (p.216)

In the Laptev Sea, what looks like real fountains of several hundred of meters in diameter spew out methane. One can see the sea boil like if it was in a gigantic cauldron. 80% of surface waters and 50% of deep waters present methane concentrations varying from 8 to … 1 400 times the oceanic average!”(p.216)

Mammoth’s tusks poaching

There is a short passage in the book on the poaching of mammoth’s tusks buried in the ground on Liakhov Island. The operation is financed by Mafiosi. The tusks are carved then resold to Chinese collectors for a very good profit.

Global warming, and the thaw it provokes in Siberia, would indirectly protect the African elephant by allowing access to mammoth’s tusks. The new and important stock of ivory in Siberia drives the price down by increasing the offer, thus making the African elephant’s tusks less interesting financially.

Some names to remember

The Port of Kirkenes, in Norway, is one of the main ports of the new northern sea route. It has an ideal geographical position and its harbour is protected against storms. The city favors the development of the port. The efficiency of Norwegian employees is recognized. The Norwegians are used to deal with Russians, their immediate neighbours.

Murmansk, in Russia, is also expected to benefit from global warming. There are already dozens of mines in exploitation, with several of those mines producing rare earths which are vital for modern technology applications.

In the Arctic, the disappearance of the summer ice pack is expected between 2020 and 2030. The Northeast Passage could be accessible beyond the EEZ 200 miles, “which will favor Iceland “which could become a transport hub between America and Europe.”(p.218). “And it is said that some Beijing investors would be ready to offer 5 billion dollars to take control of the future Port of Reykjavik, the one that aims to be the hub of the North.” (p.245)

The Arctic Council

For a long time now, the Arctic has been a strategic area where numerous countries, among them few superpowers, claim an important part of the territory and resources. With the acceleration of the melting process, things get even more complicated.

In 1996, the Arctic Council was created to ease communications and reduce political tensions between the countries pretending to part of the Arctic territory and resources. These countries include Canada, Denmark, United States, Finland, Iceland, Norway, Sweden and Russia. Associations of indigenous population are also part of the group, but as “permanent members”.

Militarization of the North

The Cold War between Russia and United States forced the construction of the DEW line by Americans and Canadians, a line that was eventually replaced by the North Warning System.

Today, the militarization of the area still goes on: “[my translation] Russia multiplies the signs and acts of militarization in the zone. Military exercises (parachuting, air patrols), reconstruction of installations in all of the islands (Wrangel, New Siberian, Novaya Zemlya, Franz Josef Land), orders of numerous ships among them new generation submarines (attack submarines and missile launchers), a complete program for the upgrading of the Boulava missiles … The [Northern Fleet] underwater base, near Murmansk (Severomorsk), seems to be in a state of complete reactivation.”(p.238)

Russia fortifying bases in Arctic region (Source: Heritage.org)
Russia fortifying bases in Arctic region (Source: Heritage.org)

The transpolar maritime route

Geographic map showing the potential northern maritime routes (Source: www.businessinsider.com)
Geographic map showing the potential northern maritime routes (Source: www.businessinsider.com)

The Northeast Passage maritime route along the Siberian coast will be favored until the ice pack has melted at the pole (expected for 2025 instead of 2060 initially forecasted). So, in 2025, a new transpolar maritime route will be available to ship-owners. They will then be able to decide if they avoid the Siberian coast and the associated administrative hassle while they save an additional one thousand kilometers for a route from Rotterdam to Yokohama.

For more articles on geopolitics on my web site, click on the following link : Geopolitics

Title: Passer par le Nord – La nouvelle route maritime
Authors: Isabelle Autissier and Érik Orsenna
Editions: Paulsen
©2014
ISBN: 978-2-916-552-35-4

Categories
Aviation photography

Aviation photography: a Twin Otter floatplane lands in Vancouver Harbour

Westcoast Air Twin Otter floatplane C-FGQH arriving in Vancouver Harbour, in British-Columbia, during Summer 2016. The photo was taken with a Canon 5DSR camera.
Westcoast Air Twin Otter floatplane C-FGQH arriving in Vancouver Harbour, in British-Columbia, during Summer 2016. The photo was taken with a Canon 5DSR camera.

The picture above was taken in British Columbia, during summer 2016, with a Canon 5DSR full-frame camera equipped with a Canon 70-200 f2.8L IS II USM telephoto lens.

A Westcoast Air (C-FGQH) Twin Otter floatplane (DHC-6) was about to land in the Vancouver Harbour. It is obvious that adjusting the shutter speed to 1/1200 would have given enough speed to obtain a clear image. But this would have taken away any movement sensation by freezing the propellers and background.

The shutter speed had to be slow enough to allow the rotation of propellers. It is clear that an aircraft’s propeller rotates more slowly on final for landing than during take-off. So the camera had to be adjusted for a shutter speed varying between 1/40 and 1/125.

A slower shutter speed increases the risk of getting a blurred photo, especially when the photograph must move with the camera to obtain the desired effect of movement. The fact that a telephoto lens is used also increases the possibility of a blurred picture. It is thus imperative to activate the stabilizer and horizontal panning function of the telephoto lens.

To obtain a background without any precise details, the camera is panning and follows exactly the aircraft’s movement. This requires a progressive acceleration of the panning, according to the aircraft’s position from the photographer.

When the Twin Otter gets closer, things get a bit more complicated as everything speeds up. It is necessary to already have positioned the feet in the appropriate direction in order to avoid a major switch in the body’s posture. The slightest useless or brisk movement would immediately be visible on the photo.

With a bit of practice, a photographer will achieve success by respecting the following elements: a shutter speed between 1/40 and 1/125, an appropriate position of the feet, no brisk movement while pivoting and a progressive acceleration of the body’s rotation aligned with the aircraft’s speed. A slower shutter speed will enhance the aircraft movement. But expect more blurred pictures when working with speeds between 1/40 and 1/60.

A last detail: as soon as the aircraft’s floats touch the water, the deceleration starts. The photographer’s pivoting speed must immediately slow down otherwise the photo will be blurred.

Categories
Tragedy at sea

Florence Arthaud’s book : « Cette nuit, la mer est noire »

Front cover of the Florence Arthaud's book: "Cette nuit, la mer est noire".
Front cover of the Florence Arthaud’s book: “Cette nuit, la mer est noire”.

Florence Arthaud is the only woman to have won the Route du Rhum transatlantic single-handed yacht race, one of the most prestigious races in the world. She achieved her feat in 1990.

In 2011, as she was navigating alone aboard her sailboat, Florence fell into the water, off the Cap Corse coast. She shares her thoughts with us as she is convinced that in few hours, exhausted, she will lose her life at sea.

The book starts like this: “I went overboard in a fraction of a second. I am in the water. It is night, and pitch black outside. I am alone […]. In a few moments, the sea, my reason for living, will become my grave”.

Back cover of the book: "Cette nuit, la mer est noire".
Back cover of the book: “Cette nuit, la mer est noire”.

Here are few other translated quotes to give you an idea of the intensity of the story:

“I must move my legs to avoid drowning. Swim, swim. Fight against that fear that would like to paralyze me. I will die, that is for sure, but when? In how much time? To which miracle can I hang to? I try not to think”.

“I am fifteen miles off the coast; not a sign of life around me. The fear I am feeling has nothing to do with the one I encounter when I am racing”.

“The only thing now missing would be sharks. I chase away this childish fear of my spirit”.

But due to several little miracles, Florence will finally be saved.

An excellent book about the human will to survive.

Note: Florence Arthaud died four years later in an airplane crash.

Title: Cette nuit, la mer est noire
Author: Florence Arthaud
©2015
Edition: Flammarion, Paris
ISBN: 978-2-0813-3361-1