This article explores how adopting a combined ecosystem and justice approach to deep-sea mining (DSM)-particularly in vulnerable regions like the Arctic-would constitute a paradigm shift in ocean environmental law and governance. Such a shift would move ocean governance beyond fragmented, technocratic, and resource-driven frameworks toward an integrated, equitable, and sustainability-centered regime grounded in ecological integrity, social justice, and respect for human rights and local traditions.
As Arctic sea ice recedes due to global warming, ship traffic is increasing, posing global climate risks, particularly from black carbon emissions. Emitted by ships burning heavy fuel oil, black carbon accelerates ice melt and contributes to climate change. Despite this urgency regulatory progress on the topic has been slow. The International Maritime Organization has debated Arctic black carbon emissions for over a decade with little advancement. Notably, regulatory efforts on the topic so far have been driven mainly by non-state actors rather than states. However, their regulatory influence is hindered by a critical barrier: a lack of transparency. This article analyses the crucial role of transparency in international law-making, specifically for non-state actors, using Arctic black carbon regulation as a case study. Drawing on semi-structured interviews, the article identifies transparency challenges and suggests recommendations to overcome them, thereby strengthening the role of non-state actors within the regulation.
Purpose This study aims to explore how operational resilience can be achieved within supply ecosystems in the delicate yet harsh natural environments of the Arctic. Design/methodology/approach An in-depth, multiple qualitative case study of offshore supply operations in Arctic oil and gas field projects is conducted. Data from semi-structured interviews, personal observations and archival materials are analyzed through institutional work and logics approaches. Findings The findings suggest that achieving social-ecological resilience depends on the interaction between social and natural (irreversible) systems, which are shaped and influenced by various institutional dynamics. Different resilience solutions were detected. Research limitations/implications This study develops a comprehensive understanding of how social-ecological resilience emerges in supply ecosystems through institutional dynamics. The study's empirical basis is limited to offshore oil and gas projects in the Arctic. However, due to anticipated future growth of Arctic economic activities, other types of supply ecosystems may benefit from the study's results.Originality/value This research contributes with empirical knowledge about how social-ecological resilience is created through institutional interaction within supply ecosystems to prevent disruptions of both social and ecological ecosystems under the harsh natural conditions of the Arctic.
The idea for this project originated within the Arctic Council’s Protection of the Arctic Marine Environment (PAME) Working Group, where a concern was raised about the disposal of tailings from onshore mining operations onto the seafloor. This led to a broader reflection on the impacts of mining operations on the marine environment. Many Arctic governments support the development of a mineral extraction industry, provided it operates in an environmentally responsible manner and considers socio-economic impacts to local communities. However, the environmental impact of existing and future mining operations is often debated. This report summarizes the results of the multi-year Existing Waste Management Practices and Pollution Control for Marine and Coastal Mining project, developed under the auspices of the Protection of the Arctic Marine Environment (PAME) Working Group.
The BBNJ Agreement will affect legal frameworks for the conservation of marine biological diversity in various regions of the world ocean and the marine Arctic is no exception. As biological diversity in the marine Arctic is particularly vulnerable, the implications of the BBNJ Agreement for the conservation of biological diversity in the marine Arctic deserves serious consideration. Of particular note is the procedure for an environmental impact assessment (EIA). Given that damage to the environment may be irreversible, it is a prerequisite to conduct an EIA before authorizing planned activities, with a view to preventing environmental harm. An EIA constitutes a crucial element in the conservation of the marine environment, including biological diversity. Hence, this article examines the potential implications of the procedure for an EIA as set out under the BBNJ Agreement for the conservation of biological diversity in the marine Arctic beyond national jurisdiction.
The accelerated melting of the Arctic ice leads to the navigation of the Northern Sea Route (NSR) linking Asia and Europe, shortening transport channel between China and the European Union (EU). This has a significant impact on the China-EU bilateral trade which is analyzed in the present study. We present a framework based on a general equilibrium model for analyzing the impact of the NSR on the trade and the economies of China and the EU. Different fuel cost scenarios, consisting of fuel prices and sailing speeds on ice, are also considered. Specifically, we measure the changes in shipping costs between China and the EU, brought about by NSR navigation. These are used as a basis to quantify changes in transport technology. The Global Trade Analysis Project (GTAP) model is used to predict the trade and economic impacts. The results show that the NSR can save 0.98% in shipping costs and generate an increase in the exports of China and the EU in the order of 14,986 and 8,228 million US dollars, respectively. Among these exports, the mining industry shows the fastest growth, while the electronics industry experiences the largest increase in trade volume. Our findings reveal the potential of the NSR as an alternative route and its positive impact on bilateral trade between China and the EU. The results can provide a basis for shipping companies and governments to make decisions regarding the use of Arctic routes.
This article reviews and examines the most significant climate-change-related impacts and adaptation from the perspective of stakeholders in Greenlandic fisheries. The study was constructed as a comprehensive, multi-site, bottom-up case study around Greenlandic fisheries (south-north/offshore-inshore), where interviews and workshops with Greenlandic fishermen and stakeholders have communicated their observations of fishery changes associated with changes in the marine environment within the last decade. Key observations include: changes in sea ice cover; increased abundance of known species in North Greenland; fish species relocation and periodic absences in coastal systems; a northward movement of the shrimp fishery; new and unprecedented bycatch issues; and new fisheries. Stakeholder knowledge acknowledges the capacity of both offshore and coastal fisheries to adapt to changing seasonality and distribution. Factory capacity and decision-making as well as bycatch legislation have been identified as the most critical bottlenecks for (re)diversifying fisheries and increasing the value of the locally available resources.
According to the narratives transmitted through media and political discourse, climate change reduces the ice coverage in the Arctic and enhances shipping and other forms of maritime activities. Especially, expectations of an increasing level of transit shipping between Asian, especially Chinese, ports and ports in Europe and North America is dominant. Evidence, however, tells that the numbers of transit shipping through the Arctic Ocean are very limited, and dominated by European shipping companies. For Greenland, political expectations have also been high, since Greenland has been seen as "strategically" situated in relation to new shipping routes in the Arctic, But, again, the actual development has been moderate and not related to international transits but conditions in Greenland itself.
International initiatives have successfully brought down the emissions, and hence also the related negative impacts on environment and human health, from shipping in Emission Control Areas (ECAs). However, the question remains as to whether increased shipping in the future will counteract these emission reductions. The overall goal of this study is to provide an up-to-date view on future ship emissions and provide a holistic view on atmospheric pollutants and their contribution to air quality in the Nordic (and Arctic) area. The first step has been to set up new and detailed scenarios for the potential developments in global shipping emissions, including different regulations and new routes in the Arctic. The scenarios include a Baseline scenario and two additional SOx Emission Control Areas (SE-CAs) and heavy fuel oil (HFO) ban scenarios. All three scenarios are calculated in two variants involving Business-AsUsual (BAU) and High-Growth (HiG) traffic scenarios. Additionally a Polar route scenario is included with new ship traffic routes in the future Arctic with less sea ice. This has been combined with existing Current Legislation scenarios for the land-based emissions (ECLIPSE V5a) and used as input for two Nordic chemistry transport models (DEHM and MATCH). Thereby, the current (2015) and future (2030, 2050) air pollution levels and the contribution from shipping have been simulated for the Nordic and Arctic areas. Population exposure and the number of premature deaths attributable to air pollution in the Nordic area have thereafter been assessed by using the health assessment model EVA (Economic Valuation of Air pollution). It is estimated that within the Nordic region approximately 9900 persons died prematurely due to air pollution in 2015 (corresponding to approximately 37 premature deaths for every 100 000 inhabitants). When including the projected development in both shipping and land-based emissions, this number is estimated to decrease to approximately 7900 in 2050. Shipping alone is associated with about 850 premature deaths during presentday conditions (as a mean over the two models), decreasing to approximately 600 cases in the 2050 BAU scenario. Introducing a HFO ban has the potential to lower the number of cases associated with emissions from shipping to approximately 550 in 2050, while the SECA scenario has a smaller impact. The "worst-case" scenario of no additional regulation of shipping emissions combined with a high growth in the shipping traffic will, on the other hand, lead to a small increase in the relative impact of shipping, and the number of premature deaths related to shipping is in that scenario projected to be around 900 in 2050. This scenario also leads to increased deposition of nitrogen and black carbon in the Arctic, with potential impacts on environment and climate.
The latest IPCC report on Ocean and Cryosphere in a Changing Climate, which builds upon previous IPCC's reports, established a causal link between anthropogenic impacts and ocean acidification, by noting a significant decrease in the Ocean's uptake of CO2, with consequent damage to Earth's ecosystems, which in turn has traceable repercussions on the Arctic Ocean and then from the Arctic to the Planet Earth. The impact of ocean acidification is not only in the biological ecosystem but also on human activities, such as livelihood, food security, socio-economic security and developing communities. However, who can possibly be held ethically/legally responsible for ocean acidification from a climate justice perspective? Since what happens in the Arctic does not stay there, a more systematic law and policy approach to study options and responses in a multi-level, climate-ethical, global perceptive is needed. This paper sheds light on the legal responses available at global, regional and national levels to ocean acidification in a law of the sea and ocean context, both in the Arctic and from the Arctic. The gaps in legal and policy responses in connection to the ethical climate component will be identified. It will shed light on the planetary limits that humanity needs to stay within in order to maintain the future of the Earth. Since it touches upon questions of legal responsibility, on who is responsible for ocean acidification, it will connect to the “supply side” of fossil fuels production and global extraction projects causing anthropogenic CO2 emissions, one of the major causes of ocean acidification. It will also identify which actors, be they "officials" or "non-officials" (such as international organizations, states, regional institutes, Arctic citizens or even forums) should be held ethically responsible, and who should take action.