In 1850 Lady Franklin sent out the first of her private expeditions in search of her husband and the crews of HMS Erebus and Terror, lost in the islands of the Canadian Arctic. The expedition sailed in Prince Albert, a vessel Lady Franklin acquired for the purpose. Its aim was to winter in Prince Regent Inlet and explore the area to the west, using two separate boat parties. These parties were to be under Commander Charles Codrington Forsyth, RN, the captain of the ship, and William Parker Snow. After passage to Prince Regent Inlet, Forsyth turned back because he was prevented from penetrating the inlet further than Fury Beach by what was regarded as unbreachable ice. Prince Albert then passed near Cape Riley, where Snow obtained information concerning relics that had been found by another expedition and that indicated that Franklin had wintered in that vicinity. News of this and further relics were brought back to Britain by Forsyth. The return caused much disappointment to Lady Franklin. She determined to send Prince Albert out again with a different commander. Snow wished to have that post, but it was allocated to William Kennedy.

This study is an analysis of the events surrounding the expedition, with reference to the light they throw on the personalities involved. It is suggested that the main reason for the failure was that the preparation was mismanaged. No efforts were made to secure the appointment of people who had sufficient similarity of interests or background to be an effective team. Forsyth found the situation on board such that he decided to conclude the voyage as soon as a reasonable excuse for returning presented itself.

The distribution of mean annual windspeeds at the stations on the coast, and the near coastal plateau, of Antarctica presents a problem of interpretation which apart from its intrinsic interest, is of practical importance in the use of observations for surface synoptic analysis and forecasting. Further, the mean windspeed pattern may throw light on both the gross features of high-latitude Southern Hemisphere circulation and on local peculiarities of topography adjacent to the station.

Effective remediation of petroleum-contaminated soils in the Arctic is becoming increasingly important as the magnitude of environmental risks becomes better defined. Unfortunately, some of the solutions implemented in southern Canada are too costly to use in the Arctic. However, effective remediation is still necessary. Consequently, traditional techniques are employed, such as excavation and landfarming, which are disruptive to the immediate soils, permafrost, and the surrounding habitat. These remedial methods, however, are becoming unacceptable to First Nations people in some Canadian Arctic communities. This paper describes preliminary results from an in-situ biodegradation study of petroleum-contaminated soils. This technique has the potential to provide an easily applied effective solution to the problem of devising a low cost and uncontroversial method of remediation. Based on bench-scale laboratory feasibility studies, it has been determined that the zone of contaminated soil at the Whitehorse Airport is suitable for in-situ bioremediation application.

During the last two decades the sledging ration used by British antarctic expedition has gradually been standardized and recent minor variations have had little effect on total calorie value. It may therefore be useful to record both the ration and the rationing system adopted by members of the Falkland Islands Dependencies Survey at Stonington Island, Graham Land, during the sledging seasons of 1948–50. The ration was in a direct line of descent from that used by the British Graham Land Expedition in 1934–37, and has been evolved for the use of dbg-sledge parties travelling long distances without air support or mechanical vehicles. It provides a balanced diet which has been found to keep a man in good health, as judged by body weight and ability to maintain continuous physical effort for long periods. It may be consumed at varying rates, but the party at Stonington Island always used it at the rate recorded below—27½ oz. per day. Although theration was satisfactory a general feeling of hunger made it necessary to maintain a personal mental discipline in eating neither more nor less than the allotted quantities of each item each day.

Wildlife plays a significant role in the development of tourism in Nunavut. A certain amount of tourism in the Canadian Arctic depends on the wealth and uniqueness of the wildlife in the polar region. Two different forms of tourism based on Arctic wildlife can be distinguished: wildlife viewing and sport hunting. Both of these forms of tourism question the link between the different uses of the resource and the perceptions of wildlife. Based on an analysis of multiple information sources (literature review, newspaper analysis and semi-structured interviews), this article examines the emergence of wildlife as a tourism resource for Inuit communities and questions the issues linked to the emergence of this resource use. Using the example of polar bears, the article focuses on tourism dynamics. The article concludes that the polar bear sport hunting resource has evolved along with the changing environment. This tourism resource could be reinvented, with investments targeting other forms of tourism, such as wildlife viewing, which seems to better fit Westerners’ expectations, but is not necessarily a more environmentally friendly type of tourism.

This paper traces the Soviet responses to initiatives of international scientific institutions for collaborative research in the Antarctic dating from the International Geophysical Year (IGY) through to the formation of the Special Committee for Antarctic Research (SCAR) and the extension of the IGY for a year during the International Geophysical Cooperation. It demonstrates the consistently positive attitudes of the USSR to these initiatives and the steps that were taken at the national level to enable it to continue international collaboration. Other countries with interests in the Antarctic conjectured whether the Soviets had a long term strategy for continuing their presence in the South Polar region. The evidence suggests that from the day the Soviets set foot on the Antarctic continent, they had no intention of leaving.

Richard E. Byrd's record of the 9 May 1926 flight on which he claimed to have reached the North Pole was unsealed several years ago by the archives of Ohio State University. A close examination of Byrd's writings, calculations, and erasures in this diary shows clearly that, although he and Floyd Bennett achieved a farthest-north-seen and made a heroic attempt to attain the Pole, they never reached that destination. Despite efforts by some organisations and individuals to pretend that there is still a serious controversy, Byrd's own diary data variously confirm the belief long held by most polar experts: that the expedition on the dirigible Norge—led by Roald Amundsen and Lincoln Ellsworth, and piloted by Umberto Nobile — was the first to attain the Pole, on 12 May 1926.

The Netherlands Organisation for Scientific Research and the British Antarctic Survey have built a transportable laboratory facility, named the Dirck Gerritsz Laboratory, to accommodate new scientific research on and from the western Antarctic Peninsula. The design provides a flexible, modular, plug-and-play, innovative and sustainable laboratory setup. The docking station houses four 20-foot ISO standard high-cube containers, each of which contains a different laboratory. Special technological features were used to minimise the environmental impact. The four laboratory containers are flexible and can be installed and used as required, and renewed or removed when necessary. The container laboratories have provided, since opening in 2013, enhanced facilities for global climate change research through studying the community composition of phytoplankton; the ecological impact of virus-induced mortality in different phytoplankton groups; dimethylsulphide and brominated compound fluxes; and CO2 concentrations and trace elements in sea water. Transportable research laboratory facilities provide an effective and efficient approach for undertaking scientific research in challenging environments and might be the start of a new way of undertaking research, including exchanging laboratory modules between research stations in Antarctica.

Supporting Antarctic scientific investigation is the job of the national Antarctic programmes, the government entities charged with delivering their countries’ Antarctic research strategies. This requires sustained investment in people, innovative technologies, Antarctic infrastructures, and vessels with icebreaking capabilities. The recent endorsement of the International Maritime Organization (IMO) Polar Code (2015) means that countries must address challenges related to an ageing icebreaking vessel fleet. Many countries have recently invested in and begun, or completed, builds on new icebreaking Polar research vessels. These vessels incorporate innovative technologies to increase fuel efficiency, to reduce noise output, and to address ways to protect the Antarctic environment in their design. This paper is a result of a Council of Managers of National Antarctic Programs (COMNAP) project on new vessel builds which began in 2018. It considers the recent vessel builds of Australia’s RSV Nuyina, China’s MV Xue Long 2, France’s L’Astrolabe, Norway’s RV Kronprins Haakon, Peru’s BAP Carrasco, and the United Kingdom’s RRS Sir David Attenborough. The paper provides examples of purposeful consideration of science support requirements and environmental sustainability in vessel designs and operations.

The Swedish North is sometimes described as a resource periphery, while others choose to label it a pleasure periphery. Regardless of the terms used, the region is characterised by problems such as out-migration and demographic issues. This study investigates why there are such different perceptions of the same area, and whether there is any contradiction between extractive resource industries and the tourism industry. This is done by collecting visitor data from mining companies and conducting interviews with a variety of respondents in three mining communities in northern Sweden. Mining tourism is a phenomenon occurring in this region and can be regarded as a context in which the two main narratives meet while being a rather overlooked form of tourism. This is partly due to the low level of knowledge regarding its impacts, but also to a somewhat established idea of mining tourism as a “bad” form of tourism. Individuals’ perceptions of mining tourism as a phenomenon seem to be highly value-related and influenced by both location and occupation. As such, various opinions can be explained by social exchange theory, which proposes that attitudes will be influenced by individuals’ evaluation of outcomes for themselves and their community. In this paper, the emergence of mining tourism is understood as knowledge creation rooted in a regional path dependency on mining and tourism. Hence, mining tourism becomes a new regional tourism product that contributes to tourism, at least in terms of standard technical visits and, at best, a well-developed tourist attraction that appeals to visitors in quantities similar to iconic regional attractions such as the Icehotel. Then again, a tourism industry selling dreams of “untouched nature” argues that this tourism product produces “bad imaging”.

Development during approximately 200 years of agricultural activity in Alaska has been varied and generally inadequate. Four stages are here identified. During the period from Russian and early American colonization to the late 1880s production was largely for personal consumption. From 1898 to World War II federal intervention stimulated local commercial agriculture, and from the late 1940s to the late 1960s commercial production expanded. Since then a state- supported strategy to develop an export-based agriculture has been tried, but implementation has not been completed. Alaska remains a frontier which has yet to find a workable manner in which to implement a strategy for its agriculture.

A bowhead whale mother and calf pair was recorded off the northeast Greenland coast in July 2009. This is apparently the first calf observed in the Spitsbergen stock of the bowhead whale since 1981.

Differing conceptions of the relationship between humans and the environment shape policies regarding Arctic development and protection. From the fifteenth century to the early twentieth century, conquest and colonization perspectives prevailed. While vestiges of these views still color Arctic policy, the dominant approach of governments today is balanced development. On the horizon, alternative conceptions are gradually changing both policy decisions and decision-making processes in the Arctic. These include sustainable and regenerative development, rational ecology, ecofeminism, and indigenous perspectives.

Eduard Dallmann, of Blumenthal on the lower Weser, went to sea at the age of 15 in 1845. He took command of his first ship, the whaling vessel Planet, in 1859 on a whaling voyage to the sperm whaling grounds in the Pacific and to the Sea of Okhotsk. Over the period 1864–66 he commanded the Hawaiian vessel W.C. Talbot on trading voyages to the Alaskan and Chukotka shores of the Bering and Chukchi seas. On 17 August 1866 he sighted and landed on Ostrov Vrangelya (Wrangel Island), a year prior to its sighting by Thomas Long, credited by many with the first sighting. For the following three years he commanded the whaling ship Count Bismarck on a whaling cruise to the tropics, the Sea of Okhotsk, and the Bering and Chukchi seas. In 1873–74 he made the first Antarctic whaling voyage aboard Groenland, and discovered and charted the west coasts of Anvers, Brabant, and Liège islands, as well as many smaller islands and straits including Bismarck Strait. He spent the 1875 whaling season as expert consultant, still aboard Groenland, on the Davis Strait and Baffin Bay whaling grounds. Then, to complete his career in polar waters, from 1877 to 1883 he made annual attempts to haul freight to the mouth of the Yenisey River, to be exchanged for grain cargoes brought down that river by barge. Of the seven attempts, only four were successful, the rest being foiled by ice conditions in the Kara Sea, and on the basis of this record, Baron von Knoop, the Russian entrepreneur who was financing the operation, decided to cut his losses. This ended Dallmann's career in polar waters.

Global change poses challenges for remote Arctic Russian indigenous communities in the Republic of Sakha. On the basis of interviews from the village of Khara Tumul (Oymyakonskiy ulus) and city of Yakutsk, we illustrate the manners in which sharing networks may be used to enhance resilience in remote conditions as these communities confront climate change, industrial development and limited support from authorities. We identified the main carriers (givers and recipients), location, relationships and mediators, objects, and social and cultural meanings of sharing practices both in daily life and in the case of extreme events. The circulation of goods, money, information and people between cities and remote communities ultimately combines traditional values and modern technologies.

Much of the information given in the following description of techniques of glacier tunnelling is fundamental engineering knowledge and is included specifically for the benefit of glaciologists. Numerical results and their interpretation are omitted; a preliminary report concerning them has been published (McCall, 1952).

Publication of the Composite gazetteer of Antarctica by the SCAR Working Group on Geodesy and Geographic Information is a major milestone in the evolution of Antarctic toponymy. It has taken six years to produce, and contains 21,552 names representing 16,563 geographic features, sourced from 20 national Antarctic gazetteers and one international agency. The Gazetteer has been designed to avoid any value judgement regarding precedence or form of the various place-names. The contents of the two volumes are described, and the results of an analysis of the names data are presented. It is noted that 476 geographic features have two or more completely different names, whereas 3377 features have multiple names due to translation or transliteration. The limited progress towards development of toponymic guidelines for the Antarctic is described, along with plans for further development of the Gazetteer. An immediate benefit of the publication is that national Antarctic geographic names authorities will now be able to avoid approving new names for geographic features that are already named.

The Arctic plays an important role in controlling the Earth's climate and ocean circulation. Studies of past climate conditions in high latitudes are important to understand this role more precisely. Clay mineralogy of sediments was detected to be comparative with cyclic changes in climatic conditions during the past 0.8 Ma in the northernmost Atlantic-Arctic gateway (Ocean Drilling Program, Site 911). Clay minerals are transported by sea ice, icebergs, glaciofluvially, or by ocean currents. Smectite is assumed to be transported predominantly during interglacial periods. Its content decreases from about 0.4 Ma to the present, which may indicate lesser eroded smectite in the provenance area, assumed to be mostly in the Laptev Sea. Illite is due to erosion from Svalbard during glacial periods, and shows a negative correlation with smectite. Chlorite is not a good climate indicator because of its high frequency in the northern regions. Zemlya Frantsa-Iosifa (Franz Josef Land) is the most likely source area of kaolinite and the output seems to have slightly increased from 0.5 to 0.4 Ma. The correlation of kaolinite and chlorite means coincidental sedimentation. Kaolinite and chlorite are negatively correlated with illite, which indicates transportation during the more open ocean conditions that prevailed between repeated Pleistocene glaciations.