New European satellite provides crystal-clear view of Arctic

Nunataks in north Greenland captured by Sentinel-2.

Nunataks, or exposed, ice-free glacial islands, sticking up out of a glacier in northern Greenland.

In June of last year, a satellite called Sentinel-2 rocketed into space. The orbiter is part of the European Commission’s Copernicus program, whose satellite missions allow everything from soil studies to maritime surveillance. Sentinel-2 in particular is meant to enhance land monitoring and climate change studies, but it also has more practical applications in the areas of emergency management and security. Indeed, Sentinel-2’s coverage of the entire Mediterranean Sea – a feature emphasized in numerous publications about the satellite – is meant to help protect Europe’s maritime borders and, ostensibly, the lives of those who venture into the perilous waters.

Sentinel-2 also provides publicly available imagery of the Arctic that is higher-resolution and more northerly in coverage than any satellite before. The satellite’s coverage ranges from 56°S to 83°N, capturing the northern tip of Greenland. U.S.-operated Landsat, which has long been the go-to satellite program for free, high-resolution satellite imagery of Earth, could never capture this icy edge of the world’s largest island because its coverage stops just one degree short, at 82°N. And with a resolution of 10 meters, Sentinel-2 data also offers an improvement over Landsat’s coarser 15-meter imagery.

Due to the European satellite’s novelty, only a small amount of scientific research has so far been published using the data product such as this attempt to automate glacier mapping. More work has been carried out using radar imagery from the slightly older Sentinel-1 satellite, such as tracking the motion of ice sheets, modeling tides in the Arctic Ocean, and measuring wave heights in sea ice.

Though Sentinel-2 science may still be in its infancy, citizen cartographers can already sift through its images to view the Arctic from the vantage point of outer space. Data can be downloaded using the U.S. Geological Survey’s easy-to-use interface at EarthExplorer.

The images below illustrate the full spectrum of the Arctic’s colors in summer, from the rusty reds of Canada’s Baffin Island to the brilliant vermillion of the volcanoes on Kamchatka in eastern Russia.


The green fingers of Iceland’s Westfjord region pointing into the North Atlantic Ocean.


The southern tip of the Lofoten Islands, Norway.


The toothy ice- and snow-capped mountains of Svalbard, an island north of Norway.


A river in northern Russia cutting across the tundra.


The city of Norilsk, Russia – home to the world’s largest and dirtiest nickel mine. The light blue clouds are likely caused by local mining operations.


The volcanoes of Kamchatka, Russia. The snow atop Gora Gamchen, a complex volcano, can be seen in the top right.


Summer sea ice off the Alaska North Slope, United States.


Baffin Island, Canada.


The Jakobshavn Glacier (Sermeq Kujalleq) south of Ilullissat, from which 6.5% of the Greenland Ice Sheet drains. It calves into Disko Bay, where tourists go to sail around the icebergs.


A glacier flowing north into the sea off of the top of Greenland.

A raincheck for Coffee Club Island

Frustratingly for fans of geographic extremes, Sentinel-2 is just shy of being able to capture the northernmost land on Earth: Kaffeklubben Island (“coffee club island”, named in 1921 by a Danish geologist after the coffee club in Copenhagen’s Geologisk Museum). At 83°39′45″N, the island appears to sit a little bit too far of the satellite’s range. The task of capturing the island (after which I would name my cafe, if I ever opened one) will have to fall to another enterprising satellite. Until then, the public will never know if coffee-drinking polar bears populate the mysterious spit of land. 

Looking for people between the pixels

One danger with satellite images is that they can make places feel uninhabited, especially when there are few cities dotting the land to remind the viewer of human’s presence. Images of the Arctic from outer space might therefore reinforce the tendency to view the region as a wild and unpopulated frontier. For that reason, while satellite imagery is crucial to scientific research and monitoring of land, oceanic, and atmospheric processes, it can never reveal the full picture of what is happening on the ground, nor who is being affected by it.

Even at 10 meters resolution, it’s hard to make out small manmade features. For instance, the Goliat floating production, storage, and offloading unit (FPSO) is the largest in the world. Yet with a diameter of 90 meters, that means it only shows up as 9 pixels across in Sentinel imagery. I think I may have found the FPSO floating in the water north of Hammerfest with a ship anchored nearby, but I’m not sure. Whatever artificial structure it is, in comparison to the other photographs above, nature truly dwarfs man.

Goliat FPSO and supply ship captured by Sentinel-2?

In Newfoundland, a glimpse of the Arctic’s past and future

For five hundred years, the island of Newfoundland was known for its seemingly infinite cod stocks. The confluence of the warm Gulf Stream and the frigid Labrador Current create nutrient-rich waters in the North Atlantic that allow cod to grow to a size of 200 pounds. An Italian merchant’s letter in 1497 famously described the abundance of scaly creatures: “the sea there is full of fish that can be taken not only with nets but with fishing-baskets.” A century later, one English skipper wrote that the waters were still “so thick by the shore that we hardly have been able to row a boat through them.”

But in 1992, exactly five hundred years after Christopher Columbus voyaged to the New World, generations of fishing came to a sudden halt. Trawlers from Spain, the Soviet Union, and numerous other countries had devastated cod stocks, which were commercially extinct and would need decades to recover. So the Canadian government enacted a cod fishing moratorium. Only now are the cod starting to creep back in bigger numbers into the Grand Banks. The resulting economic collapse of the 1990’s upended entire fishing villages, called outport communities. Many of the 30,000 Newfoundlanders who were put out of work moved west across Canada to find work in the oil sands industry.


A rusty sign at Signal Hill describing the history of the cod fishing industry.

Some Newfoundlanders, however, decided to stay and work in the oil industry emerging on their own island. Reserves amounting to 884 million barrels (less than 1% of what the Arctic is estimated to contain) had been discovered offshore in 1979 in the seabed underneath the same waters once filled with cod. Two years before the moratorium was put in place, construction had commenced on the Hibernia platform. It extracted its first barrel of oil seven years later, breathing new life (and carbon dioxide emissions) into the economy of Newfoundland and Labrador.

Today, the province is moving ahead with developing its oil and gas industry. The future looked promising in 2013, when oil prices were high and a consortium led by ExxonMobil decided to develop another oil field offshore Newfoundland, called Hebron. Yet as preparations for next year’s start of production proceed, the collapse in the price of oil has rendered the province’s economic future once again precarious.

Watching Hebron emerge from the water

A couple of weeks ago, I was part of a tour group that had the chance to see the massive structure being built close to shore to exploit the Hebron oil field, located in the North Atlantic Ocean some 350 kilometers southeast of St. John’s. The structure is being built in two parts: the topsides, which sits above sea level, and the gravity-based structure, which will be sunk onto the seafloor during installation. A three-minute time-lapse captures the construction that’s taken place so far.

Like Hibernia, the stand-alone gravity-based structure that forms the concrete core of the Hebron project is designed to withstand sea ice and icebergs, for the offshore oil fields are located in what’s known as “iceberg alley.” It was in these very waters that an iceberg struck the ill-fated Titanic on April 15, 1912. (Aside: We all know the Titanic sank, but here’s what may have happened to the iceberg that struck it.) Unfortunately for the Titanic, the ship did not have the toothed walls of Hibernia or the “flowery” walls of Hebron to ward off ice.


The topsides of Hebron being constructed at the Bull Arm facility in Newfoundland.


The gravity-based structure, which will be installed onto the seafloor.

I asked our guide what would happen if the Hebron were at risk of colliding with an iceberg. She explained, “We have salt water cowboys. They’ll go up in boats and lasso the iceberg out of the way if anything imminently threatened the structure.” Who knows, maybe even a lassoed iceberg will be melted down and turned into the water used in the locally brewed Iceberg beer.

The Hebron project has a $14 billion capital cost and the oil field is estimated to have some 700 million barrels of oil. The project’s estimated 30-year lifespan may seem like a decent enough time to turn a profit for an oil corporation, which tends to think in 40-year timespans. But the current calculus for Hebron, which is full of heavy crude, does not look good. Canadian heavy crude sits around $15 a barrel at present. That means that if all 700 million barrels were sold today, even the costs of construction would not be covered.

ExxonMobil is undoubtedly hoping that the price of oil comes back up. But even if the corporation goes into the red at Newfoundland, the undertaking won’t be a lost cause. The expertise gained by operating in the North Atlantic’s icy waters will help inform Arctic drilling, as Forbes’ journalist Christopher Helman wrote in 2013. Concrete, gravity-based structures such as Hibernia are “crucial to the exploitation of oil and gas deposits in ever more hostile environments,” a report from the International Association of Oil and Gas Producers (OGP) explains. Additionally, ExxonMobil was working with Rosneft in Russia to develop the offshore Universitetskaya oil well until sanctions forced its withdrawal in late 2014.


The fishing village of Quidi Vici just outside St. John’s, home to the brewers of beer made out of 25,000-year-old icebergs.

When the well runs dry

After the Hebron field has run dry, one member of our tour asked our guide what will happen when the platform is no longer needed.

“If it needs to be removed it can be. It depends on provincial regulations. But most likely, it will be abandoned,” she explained matter-of-factly. Corporate visions of an oil rig providing a post-apocalyptic playground for fish and coral in its rusty afterlife hung on her last sentence. A lot has been written on whether or not this is legal. But at the very least, abandonment following decommissioning is a largely accepted practice now. As the number of disused oil platforms grows and companies just leave them behind, the most governments can really do is levy fines.

So oil companies come in, extract the oil, and leave their industrial waste behind. This cycle is particularly nefarious in remote regions like the Arctic or the offshore, where it is cheaper for companies to drop everything and run even if fines have to be paid. There aren’t many people around to cry foul since oil rigs on the frontier, whether on or offshore, are typically out of sight, out of mind.

The exception, of course, is when things go wrong and when oil rigs wash up on shore. That is exactly what happened on a picturesque Scottish surfing beach in early August. On the other side of the North Atlantic from Newfoundland in the economically challenged North Sea, surfers, curious onlookers, and sheep came face-to-face with one of the alien structures ramming into the Isle of Lewis. There was no tour guide to tell the gawking public about the rig. Everything was unplanned. The towline pulling the 17,000-ton rig, called “Transocean Winner,” allegedly from Norway to Malta, had snapped. Laughably, the rig’s owner, Transocean, is the very same company that owned Deepwater Horizon.

Graeme Macdonald, associate professor at the University of Warwick, shed light on the incident in Scotland at the Petrocultures conference, which I attended while in St. John’s. He called the rig’s beaching an “unannounced onshoring of an offshore behemoth.” In plainer speech, “This rig was just too damn apparent.”

While the rig has now been towed to safety, its future remains uncertain: will it be salvaged and repurposed, or might it be destined for Scotland’s watery oil platform graveyard? If Transocean Winner ends up at the bottom of the sea, this will be nothing new. In fact, as Macdonald emphasized, Shell may dump four platforms the size of the Eiffel Tower on the floor of the North Sea. Out of sight, out of mind, indeed.

What do Newfoundland and Scotland have to do with the Arctic, anyway?

Writing about Newfoundland and Scotland might seem a bit far to the south of most of the topics I normally discuss on this blog. But in many ways, Newfoundland is like a microcosm of much of the Arctic. For starters in both places, with fishing all but dried up and the oil industry uncertain, attracting cruise ships seems to be the most lucrative option. The first luxury cruise liner to transit the Northwest Passage, Crystal Serenity, just concluded its successful voyage in New York.

Many cruise ships call in both the Arctic and St. John’s. On my last day in Newfoundland’s capital, the Holland America cruise ship MS Zuiderdam had docked for a few hours on its way to New York. The vessel had started in Denmark and visited locations in Iceland and Greenland during its 17-day “Viking Passage.”

As I walked down Duckworth Street, I saw four men who looked like sailors sitting on a bench, fingers sliding fast across their phones. “Are you from the cruise ship?” I asked. They responded in the affirmative. Two were from the Philippines and two were from Indonesia. It was some of the sailors’ first time in St. John’s, but they didn’t seem all too interested in sightseeing. After all, it was just another day and another port in the footloose life of a Southeast Asian sailor plying the same waters as the Vikings a thousand years before.


Four sailors I met in St. John’s.

Like many of their compatriots who have found work in the maritime industry, the four sailors were likely pressured to leave the Philippines and Indonesia for jobs with better wages. The irony is that they ended up earning money by coming on a ship to Newfoundland, the very place from which many were forced to leave to look for jobs elsewhere.

The trend of peripatetic Southeast Asia labor moving into the North repeats itself across the Arctic. Fairbanks, Alaska has a disproportionate number of Thai restaurants. The grocery store in Inuvik has a Filipino section, and about 65 Filipinos work in town. Nuuk, Greenland has a Filipino store too. Thais work in the canteens on Svalbard and pick cloudberries in Finland. All the while, many Northerners are moving out to find better work in the south.


MS Zuiderdam leaving port in St. John’s, Newfoundland, bound for the bright lights of New York City.

Newfoundland and Scotland: part of the Arctic in another time and place?

Finally, Newfoundland and Scotland might actually constitute part of the Arctic depending on how – and when – the region’s boundaries are drawn. Two nights ago, I gave a talk in Ohio at the Dayton Art Institute on emerging connections and disconnections in the Arctic. Dayton might seem like an unlikely place to talk about the top of the world. But when touring their current exhibit on the Antarctic sublime, I realized how fluid conceptions of the Arctic really are.

A small image of Frederic Edwin Church’s 1861 painting, The Icebergs, accompanied a large-scale photograph of a Patagonian glacier that formed the center of one room’s display. The painting’s inspiration came from a series of sketches drawn by the artist during an expedition in 1859 chartered to St. John’s, Newfoundland to observe the icebergs that float by every year in spring.


The Icebergs, Frederic Edwin Church, 1861

The painting was a blockbuster in its time and even held its own more than a century later. When the work, called Church’s “Arctic masterpiece,” was sold in 1979, it fetched $2.5 million – the highest price that had ever been paid for an American painting. At the Dayton Art Institute, an accompanying description for the painting quoted a reverend who wrote upon seeing the painting for the first time in 1861:

“Through this covered dark wood-work, as through an open window, we looked at once, nearly 2,000 miles away – to Labrador!”

As I read those comments, I thought back to my time in St. John’s. Basking in the warm August temperatures, with grass and wildflowers covering the craggy cliffs and nary an iceberg in sight, I never really felt like I was in the Arctic. One person I met from there said no, they don’t think of St. John’s as being within the Arctic. But here was a painting made 150 years ago by an artist who went to St. John’s with the express purpose of seeing icebergs, which today we pretty much equate with the Arctic. And the Dallas Museum of Art, where the painting is permanently displayed, explains, “The Icebergs was the first large and definitive painting of the arctic regions in the nineteenth century.”


Sunrise from Signal Hill in St. John’s, Newfoundland and Labrador. It doesn’t much resemble popular conceptions of the Arctic at this time of year. Photo: Mia Bennett

So in some sense, St. John’s becomes a part of the Arctic for the three months out of the year when the frozen formations float by after crashing into the sea and then meandering down from the Greenland Ice Sheet.

Scotland: The Arctic of the Future?

If Newfoundland was part of the Arctic of the past, perhaps Scotland is the Arctic of the future. If the country one day separates from the rest of the United Kingdom and has to find a new geopolitical identity, it could reposition itself as an Arctic nation much like its northern neighbors of the Faroe Islands and Norway. Already, the British Antarctic Survey includes the Shetland Islands within its map of the Arctic. A century from now, Aberdeen could transform into a hub for Arctic industry, while the rare Scottish wild cat could be considered an endangered Arctic species, if it survives for that long.

And perhaps drowned and forsaken offshore oil rigs could become Arctic tourism destinations in their own right for all the ruin-obsessed sightseers out there – a watery Detroit, if you will. Gravity-based structures will likely be used in much of the Arctic if drilling occurs there, and the most environmentally way to decommission them, according to the OGP, is to simply leave them in place. Going to the Arctic when all the icebergs have melted, then, might not be about seeing some of the earth’s last untouched wilderness, but about seeing skeletons of an industrial past.


Paint peeling off the wall of an old bar in St. John’s, Newfoundland.


An abandoned offshore oil platform in Tuktoyaktuk, Northwest Territories, Canada. Photo: Mia Bennett

The first-ever cruise through the Northwest Passage has set sail


A tourist vessel outside the hamlet of Kimmirut in Nunavut, Canada. Photo: Mike Beauregard/Flickr. Creative Commons 2.0 License.

In 1969, the first commercial cargo ship sailed through the Northwest Passage.

In 2013, the first bulk carrier traversed those same icy waters.

And today from the southern Alaskan port of Seward, the luxury cruise vessel Crystal Serenity set off on its historic 32-day voyage through the Northwest Passage. If it successfully completes the journey, Crystal Serenity will be the first-ever cruise ship to ply these waters. You can keep track of the ship’s location hereCrystal Serenity has sailed on cruises around Antarctica before, but this will be it’s first time heading to the northern polar region.

The 69,000-ton, 820-foot ship is ferrying 800-odd guests, all of whom paid at least $21,855 for their ticket (except maybe the lone travel journalist, who will be blogging about the cruise). The fact that Crystal Cruises, a luxury outfitter if there ever was one, spells out a dress code for its passengers should give you an idea of the type of well-heeled passengers they hope to attract. Here’s one sampler warning: “After 6 pm, casual daytime attire is not appropriate. Shorts and baseball caps are not permitted for men or women.” In other words, please keep all those “ALASKA: THE LAST FRONTIER” baseball caps you picked up at the airport in Anchorage in your suitcase for the next month.


Crystal Serenity in Antarctica. Photo: Crystal Cruises

The envy-inducing Northwest Passage itinerary includes stops in Alaska, Canada, Greenland, and New England and will wrap up in New York City (where it’s been swelteringly humid lately). Passengers will have the opportunity to go out to shore in zodiacs with biologist guides, listen to lectures by the likes of University of British Columbia Professor Michael Byers, an expert on Arctic affairs, and yes – even watch a ventriloquist perform. (His name is Mark Merchant, in case you were wondering.) In case that isn’t enough, there will even be a gemstone trunk show while on board. All while those icebergs glide silently by.

Here are some photos of the types of vistas passengers will enjoy.


A fjord on Baffin Island, where Crystal Serenity will sail on September 5. Photo: Adam Monier/Flickr. Creative Commons License 2.0


An iceberg in Disko Bay off Ilulissat, which Crystal Serenity will visit on September 7. Photo: Sarah Cooley


The town of Sisimiut, Greenland, where Crystal Serenity will dock on September 8.

Escort ship RMS Earnest Shackleton will guide the luxury yacht through the icy waters, while onboard, two experienced ice pilots will help the captain navigate. Crystal Serenity will also be using a higher grade of fuel than mandated to do its part to be green.

Still, despite the three years of preparation that have gone into making this voyage, a lot of concerns remain. First of all, just because the ice is melting doesn’t mean the waters are that much easier to sail. In fact, the opposite could be true since shifting sea ice makes for more volatile and unpredictable conditions. The Northwest Passage is already quite shallow and narrow in parts, and making matters worse, several parts of it have not been charted since the early 1900s. During my fieldwork in the Northwest Territories earlier this summer, one person told me that he thought Crystal Serenity’s crew would have to rely on old maps for some parts of the voyage.

Second, there is not a single hospital along the shores of the Northwest Passage. Children in Tuktoyaktuk, on the shores of the Arctic Ocean, spend a day and a half flying 2,000 kilometers to Edmonton to get a mere tooth filled. There is a good hospital in a Inuvik and scattered medical facilities in the small towns that dot the Canadian Arctic, too. But in the event of a serious catastrophe in which hundreds of passengers require medical attention, the region just simply doesn’t have that kind of infrastructure.

Two years ago, after Malaysia Airlines Flight 370 disappeared, I examined what would happen if a jet plane went down in the Arctic. That situation sounded scary, but those planes usually carry somewhere in the ballpark of 300 passengers. This cruise ship has over three times that.

For most people, a cruise through the Arctic is not going to be within a lifetime’s reach. But there is a way to sail through the north on the cheap.

Four years ago, I paid $73 for a 17-hour journey onboard a Hurtigruten ship from Tromsø to the Lofoten Islands. Hurtigruten ships are far more pedestrian than Crystal Cruises affairs. After all, they’re still pretty much working boats that ferry mail and supplies, along with tourists, up and down the coast of northern Norway. My ticket explained, “Our ships carry goods, vehicles and foot passengers between ports, during day and night, as an integral part of Norwegian daily life. Our ships are calling at ports around the clock. You may expect some noise and vibration in a few cabins during loading of goods.”

In hindsight, yes: I would willingly save over $21,000 to sail through the Arctic if it just meant that I had to put up with some noise. My cut-rate student fare didn’t buy me a room, but it did get me a blanket that I could cozy up with in the commons area once everyone else had retired to their cabins.

Once daylight broke, I stood outside on the icy deck with a group of German tourists, who all wore matching misshapen beanies that said “Hunting the Light.” This sort of kitsch is probably not what Crystal Cruises, enemy of all baseball-cap wearing Americans, has in mind.


Beanie-wearing German tourists on board a Hurtigruten vessel off northern Norway. Photo: Mia Bennett


A Hurtigruten ship: essentially a working vessel that carries tourists. Photo: Mia Bennett.

With Crystal Serenity focusing on the icy and pristine, it obviously won’t be taking tourists to see the blight that exists throughout the Canadian Arctic. Amongst the ruins of bygone development are untethered oil rigs, and perhaps soon, the Port of Churchill. Canada’s only deepwater Arctic port was shut for good earlier this month and is now hoping for a government bailout. These are the type of rusty, gritty places that you’d have a better chance of getting to with a good pair of boots than wingtips.


An abandoned oil drilling platform off Tuktoyaktuk, Northwest Territories, Canada. Photo: Mia Bennett

Although it’s unclear what will happen to the forlorn Port of Churchill, if all goes according to plan, Crystal Serenity will dock in New York City on September 17 and its passengers will waltz into the bejeweled night. If Canadian Prime Minister Justin Trudeau’s administration doesn’t decide to rescue the port, perhaps Churchill could look to the Chinese. That first bulk carrier that sailed through the Northwest Passage in 2013 is owned by a Chinese-state owned company, the first cargo ship to make the trip in decades the following year was Chinese-chartered, and I’d venture that a fair number of tourists on Crystal Serenity are from China, too.

So the first-ever cruise through Canada’s fabled passage is headed northwest, but really in the Arctic, all signs are pointing east. I guess those people five hundred years ago who thought the Northwest Passage would lead to the riches of Cathay have finally been proven right.


“We were the first that ever burst
into that silent sea.”

From The Rime of the Ancient Mariner by Samuel Taylor Coleridge (1797)