Arctic Issues
Our company, with advice from the Canadian Coast Guard and the world's best oil spill response organizations, has developed the only technology with potential to effectively recover spilled oil in Arctic conditions and the high seas.
Currently, there is no technology that can successfully recover spilled oil in dynamic ice typical of the Arctic and other ice-infested waters. However, recent sea trials indicate that the EST technology solves the problems that prevent all existing technology from effectively cleaning up oil spills in heavy, dynamic ice. Further supporting evidence derives from the results of laboratory experiments carried out by S. L. Ross Environmental Research Ltd. They utilized the same principle used by EST and successfully recovered light crude, No 4 and 5 fuel oil, and East Coast crude oil in floating ice. Recovery efficiency rates were as high as 90%.
Alex MacIntyre, a recently retired Halifax harbour pilot and a 30-year Arctic ice pilot, works on the project because he is very concerned about the lack of effective equipment for Arctic conditions and believes strongly that the EST technology is the right answer.
In May, 2008, Alex and David Prior attended IOSC 2008 and discussed our technology with the world's top oil spill people. Interest is strong and 100% positive. IOSC showed there is no equipment that can possibly deal with the real Arctic. There has been no serious improvement in 40 years. Alex was struck by the fact that the equipment on display was the same stuff he trained on 30 years ago.
There currently is no technology to clean up an oil spill in heavy ice or make it go away. In-situ burning and dispersants, the first choices of many companies, are of limited value and must be implemented within 72 hours, even in a warm climate. They fail to remove all the oil from the environment even under the best conditions. Such methods are particularly ineffective when it's pitch-black 24 hours a day, the wind chill is -75°, the ice is broken and moving quickly, along with the oil, and the spill is 500 km from any supply base.
Alaska Clean Seas recently cleaned up 0.76 hectares (1.89 acres) of ground contaminated by a small pipeline leak beside a road. It cost $100 million and took an army of men and equipment 8 months of effort. Wind chill was often -60° C. One of their big concerns was being devoured by polar bears. Clearly, ordinary equipment and methods will not work on Arctic ice floes in such conditions. Existing arctic skimming technology consists of lightly-built mechanical mops and revolving brushes that dip into the oil among the surging ice floes, which can weigh hundreds of tonnes. During a pitch-black Arctic winter with the temperatures of -60° C, success may again be limited.
All scientific papers dealing with oil spills in heavy ice or heavy seas conclude that existing technologies and methods are almost completely ineffective. Examples of recent research papers include:
| • Oil Spill Contingency Planning in the Arctic | SINTEF 2006 | |
| • Advancing Oil Spill Response in Ice-Covered Waters | US Arctic Research Commission 2005 | |
| • Offshore Oil Response in Dynamic Ice Conditions | WWF 2006 | |
| • Development of New Oil Spill Response Concepts | SINTEF 2004 | |
| • Oil Spills: Probability and Consequence | Worldocean Consulting Ltd 2004 |
The above papers emphasize the need for more equipment but also point out that existing approaches don't work. They point out that there has been no significant innovation in 40 years, and that all current technology will most likely fail in the Arctic.
"Monitoring and regulation of growing marine traffic", proposed recently by the Canadian government, will facilitate keeping score of the oil spills. However, most of the spilled oil will still remain in the sea.
The WWF wants to shut down all oil development in the Arctic until completely new and innovative technology is in place. Since mines run on oil, they may extend their proposed ban to most industrial activity, including non-essential shipping such as cruise ships.
The EST system uses the same principle as a certain 40 year-old technology which is very effective in small, ice-free waves. However, EST has made several key improvements which allow effective action in ice and much higher waves. These improvements are essential for new oil development far offshore and in the Arctic.
A promising approach for cleaning up Arctic oil spills is to install the EST technology in large, steel barges which can be pushed into the oil-soaked ice by a supply vessel-ice breaker. Such massive, ballasted barges are heavy enough to submerge the ice floes and capture and store the buoyant oil. Other proprietary features of the EST technology enhance this oil recovery process. The barges are utilized for freight and other duties when not recovering spilled oil.
A supply vessel-icebreaker pushes the oil pickup barge in the same manner as a notch tug pushes a cargo barge. This rugged, time-tested and simple operation requires no crew exposed to the elements, icy water, oil-soaked ice, or polar bears (a substantial threat).
It is estimated that the Arctic region contains over 100 billion barrels of oil. Large ice-breaking tanker ships (above) will operate year-round to bring that oil to market. This requires 500,000 voyages across the Arctic in the some of the most hostile conditions on earth. On top of the usual groundings, collisions, explosions, and fires, there is the added risk of extreme cold and darkness degrading crew morale and performance, causing metal pipes and valves to crack and burst, and preventing aircraft and workers from performing their duties. Det Norske Veritas, who regulate ship design, are taking the dangers of extreme cold and constant darkness very seriously.
In addition to the inevitable oil spills caused by the oil industry, there will be spills caused by the mining industry. There are hundreds of mine sites under development in the Arctic, and minerals will be shipped to market in vessels fueled with diesel or bunker C. A single iron mine is forecasting 4,000 voyages over 20 years across Arctic waters. In addition, the mines themselves will be powered by vast quantities of diesel fuel or bunker C, which in many cases are shipped in by large tankers. Catastrophic accidents are virtually inevitable.
Industry and government suggest marine diesel fuels are non-persistent in the Arctic, and that fuel oil spills will disappear naturally. However, scientific research suggests that in 5 days in mild temperatures in the range of 15°C to 40°C, only 50% of diesel fuel will evaporate. In cold Arctic temperatures, the evaporation rate slows considerably (Environment Canada - Emergency Sciences Division). In addition, scientific research has shown that marine diesel is far more toxic to life than bunker C (Toxicity of Oil Slicks to Arctic Amphipods).This highly toxic diesel fuel would remain floating on the Arctic waters for a long time, especially since floating ice dampens the wave energy necessary to disperse it. The sinking of the M/S Explorer demonstrated the dangers.
The impact of even a small oil spill will be devastating. The oil will accumulate between and under ice floes where sea mammals must pass in order to reach air. Even a very small patch of oil on the fur of a polar bear will poison it by destroying its liver when the oil is ingested while grooming fur. Oil will blind Arctic animals and kill by hypothermia even if only a small patch of fur or feathers are oiled. These are sentient creatures suffering agonizing deaths inflicted by industrial activity.
