Yet another global warming expedition gets trapped in icebound ideology
Guest opinion by Paul Driessen
Will global warming alarmists ever set aside their hypotheses, hyperbole, models and ideologies long enough to acknowledge what is actually happening in the real world outside their windows? Will they at least do so before setting off on another misguided adventure? Before persuading like-minded or naïve people to join them? Before forcing others to risk life and limb to transport – and rescue – them? If history is any guide, the answer is: Not likely.
The absurd misadventures of University of New South Wales climate professor Chris Turney is but the latest example. He and 51 co-believers set out on the (diesel-powered) Russian charter ship Akademik Shokalskiy to prove manmade global warming is destroying the East Antarctic ice sheet. Perhaps they’d been reading Dr. Turney’s website, which claims “an increasing body of evidence” shows “melting and collapse” across the area. (It is, after all, summer in Antarctica, albeit a rather cold, icy one thus far.)
Instead of finding open water, they wound up trapped in record volumes of unforgiving ice, from Christmas Eve until January 2 – ensnared by Mother Nature’s sense of humor and their own hubris. The 52 climate tourists were finally rescued by a helicopter sent from Chinese icebreaker Xue Long, which itself became locked in the ice. The misadventurers were transferred to Australian icebreaker Aurora Australis, but the Shokalskiy remains entombed, awaiting the arrival of US Coast Guard icebreaker Polar Star. (Meanwhile, Tourney hopes to get more grants to study manmade global warming, to help him make more money from his Carbonscape company, which makes “green” products from CO2 recovered from the atmosphere.)
As to his expertise, Dr. Tourney couldn’t even gauge the ice conditions the 74 crewmen and passengers were about to sail into. And yet we are supposed to believe his alarmist forecasts about Earth’s climate.
NASA reports that Antarctic sea ice is now the largest expanse since scientists began measuring its extent in 1979: 19.5 million square kilometers (4,806,000,000 acres) – 2.1 times the size of the entire United States. Another report says ocean melting of western Antarctica’s huge Pine Island Glacier ice shelf is at the lowest level ever recorded, and less than half of what it was in 2010. Reminding us of Monty Python’s pet store clerk, Turney nonetheless insists that the sea ice is actually melting, and his communications director says the record sea ice is due to … global warming! (As they say, fiction has to make sense.)
Equally amazing, the Shokalskiy was apparently not equipped with adequate wind and weather monitoring and forecasting capabilities. The expedition had to contact climate realists John Coleman, Anthony Watts and Joe D’Aleo for information that would allow them to plan their helicopter rescue.
All of this raises serious questions that most media have ignored. How could Turney put so many lives and vessels at risk – people he persuaded to join this expedition, the ship and crew they hired, the ships and helicopter and crews that came to their rescue? How did he talk the Russian captain into sailing into these dangerous waters? Who will pay for the rescue ships and their fuel and crews? What if one of the ships sinks – or someone dies? What is Tourney’s personal liability?
This may be the most glaring example of climate foolishness. But it is hardly the first.
In 2007, Ann Bancroft and Liv Arnesen set off across the Arctic in the dead of winter, “to raise awareness about global warming,” by showcasing the wide expanses of open water they were certain they would encounter. Instead, temperatures inside their tent plummeted to -58 F (-50 C), while outside the nighttime air plunged to -103 F (-75 C). Facing frostbite, amputated fingers and toes or even death, the two were airlifted out a bare 18 miles into their 530-mile expedition.
The next winter it was British swimmer and ecologist Lewis Gordon Pugh, who planned to breast-stroke across open Arctic seas. Same story. Then fellow Brit Pen Hadow tried, and failed. In 2010 Aussie Tom Smitheringale set off to demonstrate “the effect that global warming is having on the polar ice caps.” He was rescued and flown out, after coming “very close to the grave,” he confessed.
Hopefully, all these rescue helicopters were solar-powered. Hardcore climate disaster adventurers should not be relegated to choppers fueled by evil fossil fuels. They may be guilty of believing their own alarmist press releases – but losing digits or ideological purity is a high price to pay.
All these intrepid explorers tried to put the best spin on their failures. “One of the things we see with global warming is unpredictability,” Bancroft-Arnesen expedition coordinator Anne Atwood insisted. “But global warming is real, and with it can come extreme unpredictable changes in temperature,” added Arnesen. “Global warming can mean colder. It can mean wetter. It can mean drier. That’s what we’re talking about,” Greenpeace activist Stephen Guilbeault chimed in.
It’s been said insanity is hitting your thumb repeatedly with a hammer, expecting it won’t hurt the next time. It’s also believing hype, models and delusions, instead of real world observations. Or thinking taxpayers are happy to pay for all the junk science behind claims that the world faces dangerous manmade global warming. Or that they are delighted that the EPA and IPCC are increasingly regulating our lives, livelihoods, liberties, living standards and life spans, in the name of preventing climate change.
The fact is, Antarctic ice shelves have broken up many times over the millennia. Arctic ice has rebounded since its latest low ebb around September 2007. Despite steadily rising atmospheric carbon dioxide levels, average global temperatures have been stable or declining since 1997. Seas are rising at barely seven inches per century. And periods of warmer or colder global and polar climates are nothing new.
Vikings built homes, grew crops and raised cattle in Greenland between 950 and 1300, before they were frozen out by the Little Ice Age and encroaching pack ice and glaciers. Many warm periods followed, marked by open seas and minimal southward extent of Arctic sea ice, as noted in ships’ logs and discussed in scientific papers by Torgny Vinje and other experts. But warm periods of 1690-1710, 1750-1780 and 1918-1940, for instance, were often preceded and followed by colder temperatures, severe ice conditions and maximum southward ice packs, as during 1630-1660 and 1790-1830.
“Not only in the summer, but in the winter the ocean [in the Bering Sea region] was free of ice, sometimes with a wide strip of water up to at least 200 miles away from the shore,” Swedish explorer Oscar Nordkvist reported in 1822, in a document rediscovered by astrophysicist Willie Soon.
“We were astonished by the total absence of ice in the Barrow Strait,” Francis McClintock, captain of the Fox, wrote in 1860. “I was here at this time in 1854 – still frozen up – and doubts were entertained as to the possibility of escape.”
In 1903, during the first year of his three-year crossing of the Northwest Passage, Roald Amundsen noted that his party “had made headway with ease,” because ice conditions had been “unusually favorable.”
The 1918-1940 warming also resulted in Atlantic cod increasing in population and expanding their range some 800 miles, to the Upernavik area of Greenland, fisheries biologist Ken Drinkwater has reported.
Climate change is certainly real. It’s been real throughout Earth and human history – including the Roman and Medieval Warm Periods, Little Ice Age and Dust Bowl, and through countless other cycles of warming and cooling, flood and drought, storm and calm, open polar seas and impassable ice.
Humans clearly influence weather and climate on a local scale – through heat and emissions from cities and cars, our clearing of forests and grasslands, our diversion of rivers. But that is not the issue. Nor is it enough to say – as President Obama has – that the climate is changing and mankind is contributing to it.
The fundamental issue is this: Are humans causing imminent, unprecedented, global climate change disasters? And can we prevent those alleged disasters, by drastically curtailing hydrocarbon use, slashing living standards, and imposing government control over industries and people’s lives? If you look at actual evidence – instead of computer model forecasts and “scenarios” – the answer is clearly: No.
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Paul Driessen is senior policy analyst for the Committee For A Constructive Tomorrow (www.CFACT.org) and author of Eco-Imperialism: Green power – Black death.
Note: this post was updated on 1/10/14 7:30AM to fix a units error related to sea ice square kilometers as square MILES.
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I doubt that the captain of the AS can be blamed for their icy sojourn as there are inevitably some risks involved with putting people ashore, it seems likely that the people on shore went too far from the ship and did not take sufficient account of their reduced capacity to get people back to the ship after one of the Argo’s became non-operational. In addition, as it seems that the two children were also off the ship the captain had even less choice but to wait for them. The people were visiting an island and between the island and the ship was pack ice / fast ice, perhaps if it had been a large solid ice floe then things may have been different.
After they effectively lost an Argo, they should have reduced the numbers on shore and kept better control of the logistics involved in getting people back on board in a timely manner. I don’t know if the captain would have had the authority to require that of the expedition. It seems strange that they had no spare Argo’s, or indeed that an Argo was so readily put out of commission by a bit of water. The wrong equipment for the conditions ?
Perhaps there are people reading this blog who have Naval / Nautical charter experience and could comment on the difficulties and conflicts involved between putting people ashore and the captains need to get them back again as soon as he chooses. Where does responsibility and authority lie. What law if any governs this.
@ur momisugly Pat January 10, 2014 at 1:30 pm
The calving rate of icebergs from glaciers is predicted to increase as climate change proceeds in Antarctica.
Sights such as these may be more common in the frozen South in coming years and decades…
Correct me if I’m wrong and call me stupid, but wouldn’t ‘calving of glaciers’ mean that the glaciers are reaching the sea and breaking off. A ‘retreating’ glacier would NOT be ‘calving’.
Confused (stupid) realist.
And while it might be late in this thread’s “news cycle” for anybody to see it, here’s an article on the Christmas Turkey expedition that’s a hoot:
http://www.spectator.co.uk/features/9112201/ship-of-fools-2/
It sports such lines as: “Is that an ice core in your pocket or are you just pleased to see me?”
Anywho, it’s a “gotta-read”!
RockyRoad says: @ur momisugly January 11, 2014 at 9:03 am
….. http://www.spectator.co.uk/features/9112201/ship-of-fools-2/
>>>>>>>>>>>>>
Hilarious.
I was wondering when Mark Steyn would chime in.
Gail Combs says:
January 11, 2014 at 9:32 am
RockyRoad says: @ur momisugly January 11, 2014 at 9:03 am
—-l
The perfect ending would be Professor Turney trying to sue Mark Steyn 🙂
The responsibilities of the captain vs. the expedition are usually specified in the charter party, a private contract between the shipowner and the charterer. A vessel can be chartered for a certain voyage, or for a certain time frame. The shipowner supplies the ship and crew and is responsible for the operation and safety of the ship. The charterer sets the destination, cargo and schedule.
I don’t know the terms for chartering the Akademik Shokalskyi. To get a general idea I did find another time charter contract for an Antarctic supply and research vessel. This was a procurement never fulfilled, from the USAP website. I’ll quote Paragraph II from the Time Charter. Apologies for the lengthy copy-paste, but this is where the beef is:
” The operations are to be carried out in locations selected by Charterers,
subject to the Master’s approval, said approval not to be unreasonably
withheld. Charterers shall act with prudence in their orders to the Vessel as
if the Vessel were its own property, having regard to her capabilities and
the nature of her employment. However, Charterers do not warrant the
safety of any port, berth, or place of operation, and the safety of the Vessel
shall always be the responsibility of the Master. The Master shall at all
times be the sole judge of the safety or propriety of navigation, or of
weather, or of other conditions for the performance of any directive given
by Charterers. The Master shall be under the absolute duty at all times to
exercise and to act upon his/her own direction as to the safe operation and
navigation of the Vessel and no direction given by Charterers shall be
deemed to mitigate or to lessen or to relieve the Master of this
responsibility or to modify this Charter. The Master’s acceptance of, or
action upon, any direction of Charterers shall, as between Owners and
Charterers, be deemed conclusive proof of the propriety of the particular
directive. “
Again, this contract was drawn up for another vessel altogether. Still, if the AS was chartered on similar terms, legal responsibility for the debacle clearly would lie with the captain and the shipowner. Much as one may wish otherwise!
Ah the difficult distinction between passengers ON the vessel and OFF the vessel (and the vessel itself) and how the duty of care is split between them. Damned if you do, damned if you don’t.
Usually down to a court to decide in the end (if it gets there).
DanJ:
re your post at January 11, 2014 at 12:47 pm.
I note all your caveats and I am not a lawyer. Proper judgement needs to be made of the actual contract by a lawyer.
However, it does not seem to me that you reach the only possible conclusion when you write
Assuming the actual contract is similar to that which you quote, then your conclusion is not certain because your quotation includes this.
This provides both the Master and the “Charterers” with obligations.
If the weather changed and the Master decided this required a shore party of the Charterers to immediately return to the ship then the shore party are obligated to obey this decision of the Master. This must be so because “The Master shall at all times be the sole judge of the safety or propriety of navigation, or of weather, or of other conditions for the performance of any directive given by Charterers.” Clearly, the decision of the Master is superior to any decision of any of the Charterers (e.g. a shore party).
So, if the Master called for a shore party to immediately return to the ship then the shore party were required to immediately return. And the shore party (i.e. some of the Charters) did not immediately return then they are responsible for any resulting delay to departure because they have breached the contract by not accepting that “The Master shall at all times be the sole judge … of any directive given by Charterers.”
Of course, the Master could have left and abandoned the shore party to their fate. But that would have been a criminal act and not merely a conflict about a contract. So, it seems to me that the Master had no legal right to abandon the shore party.
Hence, if it can be shown that the Master made an order to immediately return to the ship and the Charterers chose to disobey that order then at least partial responsibility lies with the Charterers (i.e. Turney).
But I am not a lawyer so my opinion is worth nothing. The lawyers will make a fortune because their various opinions are worth a lot.
Richard
http://www.theaustralian.com.au/news/world/penguins-climbing-the-walls-as-antarctic-ice-becomes-too-thin/story-fnb64oi6-1226799118391#
Apparently the Polar Bears are not cute enough today for a good scamming. Now its Dear Dave and his Climbing Penguins. And not one visit, just some flyby pics make up this story.
regards
@RichardLH, richardscourtney,
Thanks for your replies. Normally charter parties assume that the vessel will be directed only to safe harbours. If vessels are chartered to remote locations like Antarctica, going ashore is inherently risky. The added risk is mostly borne by the captain. The charterer is supposed to be extra cautious too, but if he’s not, then ultimately the captain has to put his foot down.
This is indeed tricky because of the shore excursion and I too suppose the court will have to decide.
Some open questions, for me at least:
a) Who was in charge of the Zodiacs ferrying people ashore? Who drove the Argos? Were they crew members or members of the expedition?
b) Was one of the Argos swamped on the way out or on the way back? As poster J Martin pointed out above, that should have led to a change in plans. If they knew they were going to be slowed down they should have cut the trip short or abandoned altogether. Why wasn’t the swamped Argo not ditched if they were in a hurry, or towed back while the shore party was away?
c) When did the captain become “rather definite” and how did he communicate it to the people ashore? Was it unambiguous? Did the shore party not care, or did they make for the ship without delay but were just too darn slow?
Past midnight here. Thanks all,
Daniel
““One of the things we see with global warming is unpredictability,” Bancroft-Arnesen expedition coordinator Anne Atwood insisted. “But global warming is real, and with it can come extreme unpredictable changes in temperature,” added Arnesen. “Global warming can mean colder. It can mean wetter. It can mean drier. That’s what we’re talking about,” Greenpeace activist Stephen Guilbeault chimed in.”
When I was a kid we called this “weather”, as in being non-linear and chaotic.
But it illustrates what I jokingly said a few years ago. No matter what the weather will be, they will blame it all on “global warming”, proving that they are indeed mentally insane.