Alec Vessey (Final Year PhD Student) – firstname.lastname@example.org
Supervisors: Kevin Hodges (UoR), Len Shaffrey (UoR), Jonny Day (ECMWF), John Wardman (AXA XL)
Arctic sea ice extent has reduced dramatically since it was first monitored by satellites in 1979 – at a rate of 60,000 km2 per year (see Figure 1a). This is equivalent to losing an ice sheet the size of London every 10 days. This dramatic reduction in sea ice extent has been caused by global temperatures increasing, which is a result of anthropogenic climate change. The Arctic is the region of Earth that has undergone the greatest warming in recent decades, due to the positive feedback mechanism of Arctic Amplification. Global temperatures are expected to continue to increase into the 21st century, further reducing Arctic sea ice extent.
Consequently, the Arctic Ocean has become increasingly open and navigable for ships (see Figure 1b and 1c). The Arctic Ocean provides shorter distances between ports in Europe and North America to ports in Asia than more traditional routes in the mid-latitudes that include the Suez Canal Route and the routes through the Panama Canal. There are two main shipping routes in the Arctic, the Northern Sea Route (along the coastline of Eurasia) and the Northwest Passage (through the Canadian Archipelago) (see Figure 2). For example, the distance between the Ports of Rotterdam and Tokyo can be reduced by 4,300 nautical-miles if ships travel through the Arctic (total distance: 7,000 nautical-miles) rather than using the mid-latitude route through the Suez Canal (total distance: 11,300 nautical-miles). Travelling through the Arctic could increase profits for shipping companies. Shorter journeys will require less fuel to be spent on between destinations and allow more time for additional shipping contracts to be pursued. It is expected that the number of ships in the Arctic will increase exponentially in the near future, when infrastructure is developed, and sea ice extent reduces further.
However, as human activity in the Arctic increases, the vulnerability of valuable assets and the risk to life due to exposure to hazardous weather conditions also increases. Hazardous weather conditions often occur during the passage of storms. Storms cause high surface wind speeds and high ocean waves. Arctic storms have also been shown to lead to enhanced break up of sea ice, resulting in additional hazards when ice drifts towards shipping lanes. Furthermore, the Arctic environment is extremely cold, with search and rescue and other support infrastructure poorly established. Thus, the Arctic is a very challenging environment for human activity.
Over the last century, the risks of mid-latitude storms and hurricanes have been a focal-point of research in the scientific community, due to their damaging impact in densely populated areas. Population in the Arctic has only just started to increase. It was only in 2008 that sea ice had retreated far enough for both of the Arctic shipping lanes to be open simultaneously (European Space Agency, 2008). Arctic storms are less well understood than these hazards, mainly because they have not been a primary focus of research. Reductions in sea ice extent and increasing human activity mean that it is imperative to further the understanding of Arctic storms.
This is what my PhD project is all about – quantifying the risk of Arctic storms in a changing climate. My project has four main questions, which try to fill the research gaps surrounding Arctic storm risk. These questions include:
- What are the present characteristics (frequency, spatial distribution, intensity) of Arctic storms, and, what is the associated uncertainty of this when using different datasets and storm tracking algorithms?
- What is the structure and development of Arctic storms, and how does this differ to that of mid-latitude storms?
- How might Arctic storms change in a future climate in response to climate change?
- Can the risk of Arctic storms impacting shipping activities be quantified by combining storm track data and ship track data?
Results of my first research question are summarised in a recent paper (https://link.springer.com/article/10.1007/s00382-020-05142-4 – Vessey et al. 2020). I previously wrote a blog post on the The Social Metwork summarising this paper, which can be found at https://socialmetwork.blog/2020/02/21/arctic-storms-in-multiple-global-reanalysis-datasets/. This showed that there is a seasonality to Arctic storms, with most winter (DJF) Arctic storms occurring in the Greenland, Norwegian and Barents Sea region, whereas, summer (JJA) Arctic storms generally occur over the coastline of Eurasia and the high Arctic Ocean. Despite the dramatic reductions in Arctic sea ice over the past few decades (see Figure 1), there is no trend in Arctic storm frequency. In the paper, the uncertainty in the present climate characteristics of Arctic storms is assessed, by using multiple reanalysis datasets and tracking methods. A reanalysis datasets is our best approximation of past atmospheric conditions, that combines past observations with state-of-the-art Numerical Weather Prediction Models.
The deadline for my PhD project is the 30th of June 2021, so I am currently experiencing the very busy period of writing up my Thesis. Hopefully, there aren’t too many hiccups over the next few months, and perhaps I will be able to write some of my research chapters up as papers.
BBC, 2016, Arctic Ocean shipping routes ‘to open for months’. https://www.bbc.com/news/science-environment-37286750. Accessed 18 March 2021.
European Space Agency, 2008: Arctic sea ice annual freeze-up underway. https://www.esa.int/Applications/Observing_the_Earth/Space_for_our_climate/Arctic_sea_ice_annual_freeze_nobr_-up_nobr_underway. Accessed 18 March 2021.
National Snow & Ice Data Centre, (2021), Sea Ice Index. https://nsidc.org/data/seaice_index. Accessed 18 March 2021.
Vessey, A.F., K.I., Hodges, L.C., Shaffrey and J.J. Day, 2020: An Inter-comparison of Arctic synoptic scale storms between four global reanalysis datasets. Climate Dynamics, 54 (5), 2777-2795.