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Stormy seas ahead: Why confidence in the cruise industry has plummeted

<a href="https://theconversation.com/profiles/jennifer-holland-969445">Jennifer Holland</a>, <a href="https://theconversation.com/institutions/university-of-suffolk-3830">University of Suffolk</a> The cruise industry has weathered many storms, including fairly regular brushes with disease. Outbreaks of <a href="https://www.cdc.gov/nceh/vsp/pub/norovirus/norovirus.htm">norovirus</a>, <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3294517/">H1N1</a> and <a href="https://www.nytimes.com/2019/05/02/world/americas/measles-scientology-cruise-ship.html">measles</a> have all happened in the not too distant past. Despite this, a cruise has traditionally been regarded as a safe holiday – the kind where you don’t have to worry about a thing. COVID-19 has changed this. Cruise ships were a hotbed of transmission during the early stages of the pandemic, particularly the Diamond Princess, which was quarantined for six weeks in Japan in spring 2020. It had over <a href="https://www.bmj.com/content/369/bmj.m1632">700 confirmed cases</a>, and for a period was the world’s <a href="https://www.theguardian.com/world/live/2020/feb/20/coronavirus-live-updates-diamond-princess-cruise-ship-japan-deaths-latest-news-china-infections?page=with:block-5e4ea39f8f0811db2fafb3ec#block-5e4ea39f8f0811db2fafb3ec">leading COVID-19 hotspot</a> after China. Coverage of this and other ships’ outbreaks has taken its toll. <a href="https://www.sciencedirect.com/science/article/pii/S259019822100035X">Research</a> that I conducted with colleagues in Australia shows that the pandemic has changed how people think of cruise holidays. We surveyed over 600 people in the UK and Australia, both cruisers and non-cruisers, to ask them about their willingness to cruise and future travel intentions, to explore how COVID-19 has affected perceptions of travel and cruise risks. Nearly 45% of interviewees had less belief than before the pandemic that cruise lines are transparent and honest about safety or health issues. Respondents were also fearful of going on a cruise, with 47% saying they don’t trust cruise lines to look after them if something goes wrong. This is staggering for an industry that depends on repeat customers. We further found that 67% of people are less willing to cruise as a result of the pandemic, while 69% said they feel less positive about cruising now. What’s most surprising is that even repeat cruisers said they feel nervous about cruising as a result of the pandemic, with this emotion coming up repeatedly in the survey’s open-ended questions. This is a gamechanger. Until now, loyal cruisers have always come back, with previous disease outbreaks having <a href="https://www.sciencedirect.com/science/article/abs/pii/S0261517716300309">little</a> <a href="http://ijbssnet.com/journals/Vol_4_No_7_July_2013/2.pdf">impact</a>. <h2>What went wrong?</h2> When the pandemic began, cruise ships immediately suffered high infection rates among passengers and crew. During the first wave, thousands were <a href="https://www.theguardian.com/world/2020/mar/27/stranded-at-sea-cruise-ships-around-the-world-are-adrift-as-ports-turn-them-away">stranded onboard</a> ships as they were held in quarantine or <a href="https://www.sciencedirect.com/science/article/abs/pii/S0160738320302103?via%3Dihub">refused entry to ports</a> as borders closed. By the end of April 2020, <a href="https://www.miamiherald.com/news/business/tourism-cruises/article241640166.html">over 50 cruise ships</a> had confirmed cases of COVID-19 and at least 65 deaths had occurred among passengers and crew. The story of one ship – the Ruby Princess – gained particular attention. Its passengers were allowed to disembark in Sydney in mid-March, with a number carrying the virus. The ship would go on to be linked to more than <a href="https://www.bbc.co.uk/news/world-australia-53802816">900 COVID-19 cases and 28 deaths</a>. The state of New South Wales later launched a <a href="https://www.dpc.nsw.gov.au/assets/dpc-nsw-gov-au/publications/The-Special-Commission-of-Inquiry-into-the-Ruby-Princess-Listing-1628/Report-of-the-Special-Commission-of-Inquiry-into-the-Ruby-Princess.pdf">public inquiry</a> into the ship’s outbreak and found that the state’s ministry of health made a number of serious errors in allowing passengers to get off. It didn’t take long for cruises to be depicted as <a href="https://www.bloomberg.com/news/articles/2020-03-24/virus-explosion-in-australia-exposes-cruise-ships-hidden-menace">places of danger and infection</a>, particularly in Australia. Lots of information about COVID-19 on cruise ships was published, especially about the <a href="https://cruiseradio.net/the-cruise-ship-story-mainstream-media-got-wrong/">Ruby Princess</a>, grabbing the <a href="https://trends.google.com/trends/explore?date=today%205-y&q=Ruby%20Princess">public’s attention</a>. Undoubtedly, this amplified people’s perceptions of risk around cruise holidays. Our study found that the many stories on COVID-19 also reminded the public of previous illnesses and outbreaks onboard cruise ships. Given the high intensity of media interest in Australia, we weren’t surprised to find that perceived risks were higher there compared with the UK, with willingness to cruise lower. This suggests that there could be regional differences in how difficult it is for the industry to recover after the pandemic. <h2>What happens next?</h2> Most respondents in the study said they would wait until it was safe to cruise again – and there’s probably a long way to go on changing the current perception of cruise ships as giant incubators of disease. It’s doubtful pent-up demand from loyal cruisers will be enough to fill cruise ships to capacity – which is critical for <a href="https://link.springer.com/article/10.1057%2Fs41278-020-00158-3">long-term economic viability</a> – and so <a href="https://theconversation.com/can-the-cruise-industry-really-recover-from-coronavirus-144704">financial uncertainty</a> grows. The pandemic has been <a href="https://cruising.org/-/media/Facts-and-Resources/Cruise-Industry-COVID-19-FAQs_August-13-2020">catastrophic</a> for the industry so far, with financial losses of US$50 billion (£36 billion), 1.17 million job losses, 18 cruise ships sold or scrapped and at least <a href="https://www.maritime-executive.com/article/cmv-becomes-the-third-cruise-line-to-go-out-of-business-in-a-month">three cruise lines stopping trading</a>. Before the pandemic, a new cruise ship was built <a href="https://www.seatrade-cruise.com/news-headlines/golden-age-med-ports-need-prepare-new-generation-large-ships">every 47 days</a>, and off the back of the industry’s robust growth over the past two decades another <a href="https://cruising.org/en-gb/news-and-research/research/2020/december/state-of-the-cruise-industry-outlook-2021">19 ships</a> are due to enter operation in 2021, despite demand very likely to have fallen. To recover, the industry will need to address people’s perceptions of risk, which our research shows have heightened. Risk perception has a <a href="https://journals.sagepub.com/doi/10.1177/004728759803700209">significant influence</a> on holiday decision-making, and it will be even more critical post-COVID. In the wake of the pandemic, would-be cruisers will need to think about health protocols, outbreak prevention plans, onboard sanitation procedures, social distancing measures and health screenings. Also, they’ll need to consider the implications of potential outbreaks during the cruise. These could result in being quarantined in their cabin, needing to access healthcare, or even the cruise being terminated. All of this creates uncertainty, which adds to perceptions of risk. The industry will need to provide reassuring answers on all of these points to entice holidaymakers back onboard. Cruise companies will also need to convince customers that they are trustworthy and accountable, given the concerns about honesty and transparency raised by our research. Overall, the sector has been devastated by the pandemic. Possibly no other area of tourism has been as widely affected. A return to the robust growth enjoyed previously is unlikely for many years, if ever. But for there to be any chance of this happening, the industry must understand how the pandemic has affected people’s perceptions of cruises and address their concerns.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/152146/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/jennifer-holland-969445">Jennifer Holland</a>, Lecturer in Tourism, <a href="https://theconversation.com/institutions/university-of-suffolk-3830">University of Suffolk</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/stormy-seas-ahead-confidence-in-the-cruise-industry-has-plummeted-due-to-covid-19-152146">original article</a>.

Cruising

Rough seas or smooth sailing? The cruise industry is booming despite environmental concerns

<a href="https://theconversation.com/profiles/frederic-dimanche-836528">Frédéric Dimanche</a>, <a href="https://theconversation.com/institutions/toronto-metropolitan-university-1607">Toronto Metropolitan University</a> and <a href="https://theconversation.com/profiles/kelley-a-mcclinchey-1287281">Kelley A. McClinchey</a>, <a href="https://theconversation.com/institutions/wilfrid-laurier-university-1817">Wilfrid Laurier University</a> Cruise ship season is officially underway in British Columbia. The season kicked off with the arrival of Norwegian Bliss on April 3 — the <a href="https://www.cheknews.ca/first-cruise-ship-of-the-season-to-arrive-in-victoria-in-less-than-2-weeks-1196426/">first of 318 ships</a> that are scheduled to dock in Victoria this year. Victoria saw a record 970,000 passengers arrive in 2023, with more expected in 2024. The cruise industry <a href="https://doi.org/10.1016/j.trip.2021.100391">was badly hit</a> by the <a href="https://financialpost.com/financial-times/the-2020s-were-meant-to-be-a-boom-decade-for-cruises-then-covid-19-hit-them-like-a-tidal-wave">suspension of cruise operations due to the COVID-19 pandemic</a> in 2020. Fuelled by heavy consumer demand and industry innovation, cruising has made a comeback. It is now one of the fastest-growing sectors, rebounding even faster than international tourism. While many predicted <a href="https://www.cnbc.com/2020/04/05/carnivals-struggle-to-survive-the-coronavirus-as-outbreak-wipes-out-the-cruise-industry.html">a difficult recovery</a>, a <a href="https://cruising.org/en">recent industry report shows a remarkable post-pandemic rebound</a>. Two million more people went on cruises in 2023 versus 2019, with demand predicted to top 35 million in 2024. But environmental issues plague the sector’s revival. Are they an indication of rough seas ahead? Or will a responsive industry mean smooth sailing? Cruising has long been criticized <a href="https://www.sbs.com.au/news/article/their-purpose-is-to-be-fun-but-theres-a-dark-side-to-cruising-the-seas/dzxivdoos">for being Janus-faced</a>: on the surface, cruises are convenient, exciting holidays with reputed economic benefits. But lurking underneath are its <a href="https://doi.org/10.1016/j.tourman.2017.11.002">negative environmental and social impacts</a>. <h2>Unprecedented growth</h2> Newly constructed mega-ships are part of the industry’s unprecedented growth. Royal Caribbean’s Icon of the Seas is the <a href="https://www.cruisehive.com/top-10-biggest-cruise-ships-in-the-world/66448">largest cruise ship in the world</a>, with 18 decks, 5,600 passengers and 2,350 crew. MSC World Europa with 6,700 passengers and 2,100 crew, P&O Arvia with 5,200 passengers and 1,800 crew, and Costa Smeralda with 6,600 passengers and 1,500 crew also claim mega-ship status. Those sailing to and from Alaska via Victoria will be some of the <a href="https://hakaimagazine.com/features/cruise-ship-invasion/">estimated 700,000 passengers departing Seattle</a> on massive ships three sport fields in length. Baby boomers represent less than 25 per cent of cruise clientele. Gen X, <a href="https://www.thenewdaily.com.au/life/2024/01/15/cruise-millennials-gen-z">Millennials and Gen Z</a> have more interest than ever in cruising, with these younger markets being targeted as the future of cruise passengers. The Cruise Lines International Association asserts that <a href="https://cruising.org/-/media/clia-media/research/2024/2024-state-of-the-cruise-industry-report_041424_web.ashx">82 per cent of those who have cruised will cruise again</a>. To entice first-timers and meet the needs of repeat cruisers, companies are offering new itineraries and onboard activities, from <a href="https://www.timescolonist.com/business/royal-caribbean-quantum-cruise-ship-1st-at-sea-bumper-cars-skydiving-observation-capsule-4585987">simulated skydiving and bumper cars</a> to <a href="https://nationalpost.com/travel/cruise-ship-offers-pickleball-on-the-high-seas">pickleball</a> and lawn bowling. Solo cruise travel is also on the rise, and <a href="https://www.cruisetradenews.com/demand-for-multi-generational-cruise-holidays-on-the-up-data-finds/">multi-generational family cruise travel</a> is flourishing, explaining the extensive variety of cabin classes, activities and restaurants available on newly constructed and retrofitted ships. However, only a few cruise ports are large enough to dock mega ships. Cruise lines are responding by offering off-beat experiences and catering more to the distinct desires of travellers. In doing so, there is a <a href="https://www.positivelyosceola.com/2024s-top-cruise-trends-embracing-smaller-ships-solo-adventures-and-luxury-suites/">move towards smaller vessels and luxury liners</a>, river cruises and <a href="https://www.travelweek.ca/news/cruise/expedition-cruising-what-is-it-and-how-do-you-sell-it/">expedition cruising</a>. Leveraging lesser-known ports that can only be accessed via compact luxury ships <a href="https://www.cntraveler.com/story/small-cruise-ships-are-more-sustainble-and-on-the-rise">offers more mission-driven, catered experiences</a> for the eco-minded traveller. <h2>Cruising and environmental costs</h2> Cruise ship visitors are known to negatively impact Marine World Heritage sites. While most sites regulate ballast water and wastewater discharge, there are <a href="https://doi.org/10.3390/su12020611">concerns about ship air emissions and wildlife interactions</a>. Cruise ship journeys along Canada’s west coast, for example, <a href="https://www.theguardian.com/environment/2022/jul/09/us-cruise-ships-using-canada-as-toilet-bowl-for-polluted-waste-alaska-british-columbia">are leaving behind a trail of toxic waste</a>. <a href="https://foe.org/wp-content/uploads/2023/04/Comparison_of_CO2_Emissions_v2.pdf">A study by environmental organization Friends of the Earth</a> concluded that a cruise tourist generates eight times more carbon emissions per day than a land tourist in Seattle. Also, a rise in expedition cruising means more negative impacts (long-haul flights to farther ports, less destination management in fragile ecosystems, <a href="https://www.nytimes.com/2024/03/03/briefing/last-chance-tourism.html">last chance tourism</a>) and a rise in carbon dioxide emissions. Toxic air pollutants from cruise ships around ports are higher than pre-pandemic levels, <a href="https://www.transportenvironment.org/discover/europes-luxury-cruise-ships-emit-as-much-toxic-sulphur-as-1bn-cars-study/">leaving Europe’s port cities “choking on air pollution</a>.” Last year, Europe’s 218 cruise ships emitted as much sulphur oxides as one billion cars — a high number, considering the introduction of the <a href="https://doi.org/10.1016/S2542-5196(20)30002-4">International Maritime Organization’s sulphur cap in 2020</a>. <h2>Rough seas ahead or smooth sailing?</h2> Royal Caribbean said its Icon of the Seas is designed to <a href="https://www.reuters.com/business/environment/worlds-largest-cruise-ship-sets-sail-bringing-concerns-about-methane-emissions-2024-01-27/">operate 24 per cent more efficiently than the international standard</a> for new ships. International Maritime Organization regulations <a href="https://www.bloomberg.com/news/articles/2024-01-22/royal-caribbean-s-icon-of-the-seas-highlights-climate-impact-of-cruises">must be 30 per cent more energy-efficient</a> than those built in 2014. But despite the industry using liquefied natural gas instead of heavy fuel oil and electric shore power to turn off diesel engines when docking, industry critics still claim <a href="https://www.theguardian.com/environment/2024/jan/26/icon-of-the-seas-largest-cruise-ship-human-lasagne-climate-fuel-lng-greenwashing">the cruise sector is greenwashing</a>. As a result, some cities like Amsterdam, Barcelona and Venice are <a href="https://www.forbes.com/sites/maryroeloffs/2023/07/21/war-on-cruise-ships-amsterdam-latest-port-to-limit-or-ban-cruise-liners">limiting or banning cruise ships</a>. Environmental critiques remain strong, especially for <a href="https://dergipark.org.tr/en/pub/ijegeo/issue/65449/957262">polar expeditions</a>. The industry must respond and <a href="https://doi.org/10.1007/978-3-031-01949-4_131">increase sustainability efforts</a>, but their measures remain reactive (i.e., merely meeting international regulations) rather than proactive. In addition, by sailing their ships under <a href="https://www.washingtonpost.com/opinions/2020/05/13/real-problem-with-cruise-industry/">flags of convenience</a>, cruise companies evade taxes and demonstrate an unwillingness to abide by a nation’s environmental, health and labour regulations. In any case, environmental concerns are escalating along with the industry. <a href="https://www.nationalgeographic.com/travel/article/cruising-green-eco-operators-make-waves">Travel agents and industry figures are aware of these impacts</a> and should help promote cruise lines that demonstrate a commitment to sustainable practices. Local residents need to expect more from port authorities and local governments in order <a href="https://doi.org/10.1016/j.annals.2024.103732">to cope with cruise tourism</a>. Cruise consumers should recognize the environmental costs of cruising, and demand accountability and transparency from cruise lines.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/228181/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/frederic-dimanche-836528">Frédéric Dimanche</a>, Professor and Director, Ted Rogers School of Hospitality and Tourism Management, <a href="https://theconversation.com/institutions/toronto-metropolitan-university-1607">Toronto Metropolitan University</a> and <a href="https://theconversation.com/profiles/kelley-a-mcclinchey-1287281">Kelley A. McClinchey</a>, Teaching Faculty, Geography and Environmental Studies, <a href="https://theconversation.com/institutions/wilfrid-laurier-university-1817">Wilfrid Laurier University</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/rough-seas-or-smooth-sailing-the-cruise-industry-is-booming-despite-environmental-concerns-228181">original article</a>.

Cruising

Why can’t we just tow stranded whales and dolphins back out to sea?

<a href="https://theconversation.com/profiles/vanessa-pirotta-873986">Vanessa Pirotta</a>, <a href="https://theconversation.com/institutions/macquarie-university-1174">Macquarie University</a> On Tuesday night, a pod of almost 100 long-finned pilot whales stranded itself on a beach on Western Australia’s south coast. Over the course of Wednesday, more than 100 parks and wildlife staff and 250 registered volunteers worked tirelessly to try to keep alive the 45 animals surviving the night. They used small boats and surf skis to try to get the pilot whales into deeper water. Volunteers helped keep the animals’ blowholes above water to prevent them drowning, and poured water on them to cool them down. Our rescue efforts were, sadly, unsuccessful. The animals (actually large ocean-going dolphins) able to be towed or helped out to deeper water turned around and stranded themselves again, <a href="https://www.facebook.com/watch/?v=228337910167574&ref=sharing">further down the beach</a>. Sadly, they had to be euthanised. Unfortunately, towing whales and dolphins is not simple. It can work and work well, as we saw in Tasmania last year, when dozens of pilot whales were rescued. But rescuers have to have good conditions and a fair dash of luck for it to succeed. <h2>Rescuing beached whales is hard</h2> When we try to rescue stranded whales and dolphins, the goal is to get them off the sandbars or beach, and back into deep water. Why is it so difficult? Consider the problem. First, you have to know that a pod has beached itself. Then, you have to be able to get there in time, with people skilled in wildlife rescue. These animals are generally too big and heavy to rely on muscle power alone. To get them out far enough, you need boats and sometimes tractors. That means the sea conditions and the slope of the beach have to be suitable. Often, one of the first things rescuers might do is look for those individuals who might be good candidates to be refloated. Generally, these are individuals still alive, and not completely exhausted. If rescuers have boats and good conditions, they may use slings. The boats need to be able to tow the animals well out to sea. Trained people must always be there to oversee the operation. That’s because these large, stressed animals could seriously injure humans just by moving their bodies on the beach. There are extra challenges. Dolphins and whales are slippery and extremely heavy. Long-finned pilot whales can weigh up to 2.3 tonnes. They may have never seen humans before and won’t necessarily know humans are there to help. They’re out of their element, under the sun and extremely stressed. Out of the water, their sheer weight begins to crush their organs. They can also become sunburnt. Because they are so efficient at keeping a comfortable temperature in the sea, they can overheat and die on land. Often, as we saw yesterday, they can’t always keep themselves upright in the shallow water. And to add to the problem, pilot whales are highly social. They want to be with each other. If you tow a single animal back out to sea, it may try to get back to its family and friends or remain disorientated and strand once again. Because of these reasons – and probably others – it wasn’t possible to save the pilot whales yesterday. Those that didn’t die naturally were euthanised to minimise their suffering. <h2>Successful rescues do happen</h2> Despite the remarkable effort from authorities and local communities, we couldn’t save this pod. Every single person working around the clock to help these animals did an amazing job, from experts to volunteers in the cold water to those making cups of tea. But sometimes, we get luckier. Last year, 230 pilot whales beached themselves at Macquarie Harbour, on Tasmania’s west coast. By the time rescuers could get there, <a href="https://www.theguardian.com/australia-news/2022/sep/27/44-pilot-whales-rescued-and-returned-to-sea-after-mass-stranding-at-tasmanian-beach">most were dead</a>. But dozens were still alive. This time, conditions were different and towing worked. Rescuers were able to bring boats close to shore. Surviving pilot whales were helped into a sling, and then the boat took them far out to sea. Taking them to the same location prevented them from beaching again. <h2>Every stranding lets us learn more</h2> Unfortunately, we don’t really know why whales and dolphins strand at all. Has something gone wrong with how toothed whales and dolphins navigate? Are they following a sick leader? Are human-made undersea sounds making it too loud? Are they avoiding predators such as killer whales? We don’t know. We do know there are stranding hotspots. Macquarie Harbour is one. In 2020, it was the site of one of the worst-ever strandings, with up to 470 pilot whales stranded. Authorities were able to save 94, drawing on trained <a href="https://www.theguardian.com/environment/2020/sep/25/death-at-hells-gates-rescuers-witness-tragic-end-for-hundreds-of-pilot-whales-on-australian-coast">rescue experts</a>. We will need more research to find out why they do this. What we do know suggests navigational problems play a role. That’s because we can divide whales and dolphins into two types: toothed and toothless. Whales and dolphins with teeth – such as pilot whales – appear to beach a lot more. These animals use echolocation (biological sonar) to find prey with high-pitched clicks bouncing off objects. But toothless baleen whales like humpbacks (there are no dolphins with baleen) don’t use this technique. They use low-frequency sounds, but to communicate, not hunt. So – it is possible to save beached whales and dolphins. But it’s not as easy as towing them straight back to sea, alas. The Conversation thanks 10-year-old reader Grace Thornton from Canberra for suggesting the question that gave rise to this article.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/210544/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/vanessa-pirotta-873986">Vanessa Pirotta</a>, Postdoctoral Researcher and Wildlife Scientist, <a href="https://theconversation.com/institutions/macquarie-university-1174">Macquarie University</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/why-cant-we-just-tow-stranded-whales-and-dolphins-back-out-to-sea-210544">original article</a>.

Travel Trouble

Meet the woman preparing to spend three years at sea

When Sharon Lane heard about a once in a lifetime trip offered by a cruising company for a three-year voyage around the world, she began dreaming of her life on board. The 75-year-old cruising fanatic, a retired teacher from California, is no stranger to all-or-nothing travel experiences. She has frequented Europe with her students, taught foreign languages, and in the 1990s, she up and left to spend two years in South Africa. While looking for her next adventure, Sharon discovered an incredible voyage with Life at Sea Cruises. The company is selling places on board the <a href="https://oversixty.co.nz/travel/cruising/world-first-three-year-cruise-revealed">MV Gemini</a>, which sets sail from Istanbul on November 1st 2023 on an epic three-year global journey that will take in most of the planet's prime cruising destinations. The MV Gemini will stop at 375 ports over its three-year voyage, with 208 of these including overnight stays. The ship will stop everywhere from India to China to the Maldives to Australia, with some multi-night stopovers. A recent convert to the world of cruising as she has gotten older, Lane said one of her favourite sensations is the calming feeling of being adrift at sea. "I actually prefer the ocean days, when we're just sailing through or powering through the oceans, it just thrills me," Lane tells <a href="https://edition.cnn.com/travel/article/cruise-ship-three-years-mv-gemini-passenger-perspective/index.html">CNN Travel</a>. After hearing about the voyage from a friend, Sharon immediately started her planning and budgeting. "By midnight that night, I had done enough research that I booked a room," she says. The cheapest rooms on the MV Gemini cost around $US30,000 ($45,000) per year, including a discount for solo travellers. Since booking her ticket, Lane is busy working out the details before her embankment date in November. She is selling most of her possessions, giving up her rental lease and preparing for a long stint at sea. "The logistics are crazy," says Lane. "It's a leap of faith, but I know there will be a place here when I get back. Or maybe I'll end up living in another country. I don't know, the sky's the limit." While she is getting rid of most of her belongings, she is determined to bring along a few family photos for the journey, particularly a favourite picture of her now-adult grandsons back when they were kids and she took them on a whale-watching trip. "I have that laminated and I'll take magnets and I'll stick it to my door for two reasons," says Lane. "One, I get to see their faces every time I go in, which is always fun, and the other reason is it makes it really easy to know which door is yours, because you've got your grandsons smiling back." Lane hopes her epic journey might inspire others to take a risk and push themselves out of their comfort zone, as she still regrets the years she spent in midlife putting off travelling and doesn’t want others to hold the same regrets. "I think I was always waiting for the perfect time to go when everything is right in life, when money is right, when appointments are right, when other people want to go," she says. "Don't stay home," she encourages. "Home may be where the heart is, home may be where you hang your hat – hang your hat, and then get on the boat, get on the plane, get in the car, go somewhere." Image credits: CNN Travel

Cruising

Update on deadly Sea World helicopter crash

A pilot “did not recall” his fellow pilot making a standard taxing call to say he was taking off before their helicopters collided and crashed, killing four people and injuring nine others on the Gold Coast. Air crash investigators said the pilot, Michael James, told them he saw five passengers boarding the second helicopter at a helipad near Sea World as he was coming in to land his aircraft with six passengers at another helipad close by. The Australian Transport Safety Bureau said the pilot thought the second helicopter would pass behind his aircraft and that he doesn’t remember the other pilot radioing him to announce his departure. “They did not recall the pilot of XKQ making a standard “taxiing” call announcing their intention to depart.” the ATSB's preliminary report into the crash said. There was a third helicopter pilot nearby at the time, and he recalled hearing Mr James’ inbound call but did not recall hearing a taxi call from the other pilot taking off. A fourth helicopter pilot said he could not recall hearing calls from either of the two pilots involved in the crash before their aircrafts collided. ATSB commissioner Angus Mitchel said that evidence “did not necessarily mean that a taxiing call was not made” by the pilot taking off, and investigators would probe the radio calls leading up to the crash. The report said that Mr James also told the ATSB he never saw the second helicopter take off from the helipad. “While video footage taken by passengers in both helicopters on mobile phones contained images of the other helicopter, this does not mean that the other helicopter was visible to either pilot,” Mr Mitchell said. “The investigation will look closely at the issues both pilots faced in seeing the other helicopter.” The findings are part of a preliminary report into the collision led by Mr Mitchell. “We're looking at everything that may have contributed, whether that be equipment, whether that be procedures, whether that be individual actions … they will all be part.” he said. The report also stated the operator “was aware that there was a problem with Mr James’ aircraft transponder”. “The transponder was not transmitting secondary surveillance radar responses that were detected by radar surveillance equipment for the accident flight or previous flights,” the report said, in reference to Mr James’ chopper. “Efforts to diagnose and address the transponder problem were ongoing.” According to the report, both aircrafts had been fitted with a traffic collision avoidance system, however, it was not fully integrated into either of the helicopters. The report found the system only provided the pilots with auditory alerts, not visual information. Four people died, and nine people were injured, including three in critical condition as a result of the two aircrafts colliding mid-air and crashing into the sandbar. Pilot Ashley Jenkinson, 40, and his passengers, including British couple Ron and Diane, 65 and 57, and Sydney mother Vanessa Tadros, 36, all died. Ms Tadros' son Nicholas, 10, has been undergoing medical procedures since the incident and last week had his leg amputated from the knee down. Victorian mother Winnie de Silva, 33, and her nine-year-old son are recovering from injuries sustained from the crash. The pilot of the second helicopter, Mr James, managed to land his chopper safely, but he and two of his passengers were injured by shards of glass flying out when the aircraft’s windshield smashed. The injured passengers were New Zealand women Elmarie Steenberg and Marle Swart, who had been on holiday with their husbands, Riaan Steenberg and Edward Swart. The full ATSB report into the accident by the Air Transport Safety Bureau will not be expected until at least September 2024. Image credit: Facebook

News

"Where's mum?" Sea World helicopter crash survivor's heart-breaking question

The husband of a mother who tragically died in the Sea World helicopter crash has shared the heart-breaking question his son Nicholas asked him when he awoke from his coma. Vanessa Tadros and her 10-year-old son were on the aircraft when it collided with another on January 2nd, as the crash claimed the life of Vanessa and three others. Nicholas miraculously survived the accident, and has spent the last seven weeks in intensive care recovering from life-altering injuries. After being in an induced coma, Nicholas awoke and asked his father Simon a question he had been dreading. “He said, ‘Where’s mum?’” Simon told Ally Langdon during an emotional interview on <a href="https://9now.nine.com.au/a-current-affair/ally-langdon-speaks-about-her-emotional-interview-with-father-simon-tadros-about-sea-world-chopper-crash/af847866-bb2f-42be-8a15-d20d06a0c685">A Current Affair</a>. “I said she was in the crash with you.” “He said, ‘Yeah, I know, but where’s mum?’ I said, ‘Baby boy, mum had to go to Jesus.’” “And he just turned his head and closed his eyes,” bringing Ally Langdon to tears. <blockquote class="twitter-tweet"> <a href="https://twitter.com/hashtag/HelpingNicky?src=hash&ref_src=twsrc%5Etfw">#HelpingNicky</a>: A heartbroken father recalls the final moments before his wife was killed and son was critically injured in the Gold Coast helicopter crash. See the full story, TONIGHT on A Current Affair.<a href="https://twitter.com/hashtag/9ACA?src=hash&ref_src=twsrc%5Etfw">#9ACA</a> | Watch LIVE 7pm <a href="https://t.co/cH1TElSUnM">pic.twitter.com/cH1TElSUnM</a> — A Current Affair (@ACurrentAffair9) <a href="https://twitter.com/ACurrentAffair9/status/1627570052957605889?ref_src=twsrc%5Etfw">February 20, 2023</a></blockquote> Nicholas suffered extensive injuries in the crash breaking multiple bones, his kidneys are still not functioning unaided and his lungs collapsed from inhaling jet fuel. Doctors expect he will need to remain in hospital for at least another five months after deciding he will need to have his right foot amputated. “He said I’m not going to give up, Dad. I’m not going to leave you alone,” Simon recalled. “He’s a strong-willed boy. He’s a good kid.” Simon also recalled the final conversation he had with his wife before she boarded the helicopter with Nicholas. “I remember saying to my wife, I was thinking it’s amazing how quick they turn over these helicopters,” he said. “My wife just turned around to me and said, “Babe, I’m sure they know what they’re doing””. Simon shared that he hasn’t been able to properly grieve the loss of his wife as he spends every minute at Nicholas’ bedside. “It’s been hard, it’s a daily struggle … I don’t leave his bedside until 12, 1 in the morning,” he said. “Even leaving to go lay my wife to rest … it was just hard to keep my mind focused on the one thing, I didn’t want to leave him… but we gotta do what we gotta do.” Image credits: Nine News / Instagram

Caring

Sea World helicopter crash survivors speak out

Survivors of the deadly Sea World helicopter crash that killed four people have spoken out about the tragedy. Elmarie and Riaan Steenberg and Marle and Edward Swart, two couples from New Zealand, were holidaying in Queensland when the helicopter they were travelling in collided with another on January 2nd. Now, weeks after the incident occurred, the couples spoke with 60 Minutes and revealed they are still picking glass out of their bodies. “I just want it out of my body because it reminds (me) of the day,” Ms Steenberg said. Ms Steenberg also shared how she knew they were in “serious trouble” when she saw the other helicopter underneath her. “We thought it’s just a five-minute flight, that’ll be fun,” Mrs Swart said. Her husband added, “What can go wrong?” “I saw the helicopter underneath me, and I knew we were in serious trouble and I actually said, ‘Please, God, help us’,” “And then I heard the explosion,” Ms Steenberg said. <blockquote class="twitter-tweet"> When two helicopters collided mid-air at Sea World on the Gold Coast, four friends from NZ never expected their new year's holiday to turn into a disastrous crash. They reflect on the joy of surviving, as well as the guilt and sorrow they have for the lives lost on <a href="https://twitter.com/hashtag/60Mins?src=hash&ref_src=twsrc%5Etfw">#60Mins</a>. <a href="https://t.co/MkKFfV6mTW">pic.twitter.com/MkKFfV6mTW</a> — 60 Minutes Australia (@60Mins) <a href="https://twitter.com/60Mins/status/1622172822960226307?ref_src=twsrc%5Etfw">February 5, 2023</a></blockquote> The couples’ pilot Michael James was at the controls of the other vehicle and managed to land it safely on the sandbank. They were taken to hospital and treated for their injuries and have since returned home to Auckland. Since returning to normal life, Ms Swart said the hardest part of the ordeal is knowing others died and being weighed down by the guilt of survival. "It's the hardest part and it's very real. The question everyday is: why?" “Why did we survive? We’re just ordinary, boring people. Why us, you know? We’re nothing special.” "So yeah, you think about that every day." The pilot of the other helicopter Ash Jenkinson, British tourists Ron and Diane Hughes and Sydney woman Vanessa Tadros were killed in the tragedy. Mrs Tadros’s son Nicholas, 10, was critically injured while Geelong woman Winnie de Silva and her son Leon, nine, suffered serious injuries. Image credits: 60 Minutes

News

China’s influence in Myanmar could tip the scales towards war in the South China Sea

The fate of Myanmar has major implications for a free and open Indo-Pacific. An undemocratic Myanmar serves no one’s interests except China, which is consolidating its economic and strategic influence in its smaller neighbour in pursuit of its <a href="https://cimsec.org/chinese-maritime-strategy-indian-ocean/" target="_blank" rel="noopener">two-ocean strategy</a>. Since the coup China has been – by far – the main source of <a href="https://www.reuters.com/article/myanmar-economy-idUSL4N2U721T" target="_blank" rel="noopener">foreign investment</a> in Myanmar. This includes <a href="https://www.myanmar-now.org/en/news/junta-approves-25bn-power-plant-project-backed-by-chinese-companies" target="_blank" rel="noopener">US$2.5 billion</a> in a gas-fired power plant to be built west of Myanmar’s capital, Yangon, that will be 81% owned and operated by Chinese companies. Among the dozens of infrastructure projects China is funding are high-speed rail links and dams. But its most strategically important investment is the <a href="https://www.wilsoncenter.org/blog-post/china-myanmar-economic-corridor-and-chinas-determination-see-it-through" target="_blank" rel="noopener">China-Myanmar Economic Corridor</a>, encompassing oil and gas pipelines, roads and rail links costing many tens of billions of dollars. The corridor’s “jewel in the crown” is a deep-sea port to be built at Kyaukphyu, on Myanmar’s west coast, at an estimated <a href="https://www.bnionline.net/en/news/kyaukphyu-deep-sea-port-poses-challenges-maday-islanders-and-local-fisheries" target="_blank" rel="noopener">cost of US$7 billion</a>. This will finally give China its long-desired “back door” to the Indian Ocean. Natural gas from Myanmar can help China reduce its dependence on imports from suppliers such as Australia. Access <a href="https://www.diis.dk/en/research/myanmar-chinas-west-coast-dream" target="_blank" rel="noopener">to the Indian Ocean</a> will enable China to import gas and oil from the Middle East, Africa and Venezuela without ships having to pass through the contested waters of the South China Sea to Chinese ports. About <a href="https://chinapower.csis.org/much-trade-transits-south-china-sea/" target="_blank" rel="noopener">80% of China’s oil imports</a> now move through the South China Sea via the Malacca Strait, which is just 65 kilometres wide at its narrowest point between the Malay Peninsula and Indonesia’s Sumatra. Overcoming this strategic vulnerability arguably makes the Kyaukphyu port and pipelines the most important element of China’s <a href="https://theconversation.com/china-is-financing-infrastructure-projects-around-the-world-many-could-harm-nature-and-indigenous-communities-168060" target="_blank" rel="noopener">Belt and Road initiative</a> to reshape global trade routes and assert its influence over other nations. <h2>Deepening relationship</h2> Most of China’s infrastructure investment was planned before Myanmar’s coup. But whereas other governments and foreign investors have sought to distance themselves from the junta since it overthrew Myanmar’s elected government in February 2021, China has deepened its relationship. China is the Myanmar regime’s most important international supporter. In April Foreign Minister Wang Yi said <a href="https://apnews.com/article/wang-yi-aung-san-suu-kyi-china-myanmar-diplomacy-d68de69436c1462f647f6475b6315c92" target="_blank" rel="noopener">China would support Myanmar</a> “no matter how the situation changes”. In May it used its veto power on the United Nations Security Council to thwart <a href="https://news.yahoo.com/russia-china-block-un-statement-034542265.html" target="_blank" rel="noopener">a statement expressing concern</a> about violence and the growing humanitarian crisis in Myanmar. Work continues on projects associated with the China-Myanmar Economic Corridor. New ventures (such as the aforementioned power station) have been approved. More projects are on the cards. In June, for example, China’s embassy in Myanmar announced the completion of <a href="https://www.thestar.com.my/aseanplus/aseanplus-news/2022/06/08/feasibility-study-completed-for-myanmar039s-wan-pong-port-improvement-project" target="_blank" rel="noopener">a feasibility study</a> to upgrade the Wan Pong port on the Lancang-Mekong River in Myanmar’s east. <h2>Debt trap warnings</h2> In 2020, before the coup, Myanmar’s auditor general Maw Than <a href="https://www.rfa.org/english/news/myanmar/costly-borrowing-06102020151951.html" target="_blank" rel="noopener">warned of growing indebtedness</a> to China, with Chinese lenders charging higher interest payments than those from the International Monetary Fund or World Bank. At that time <a href="https://www.asianews.it/news-en/Forty-per-cent-of-Myanmar%E2%80%99s-government-debt-held-by-China-46071.html" target="_blank" rel="noopener">about 40%</a> of Myanmar’s foreign debt of US$10 billion was owed to China. It is likely to be greater now. It will only increase the longer a military dictatorship, with few other supporters or sources of foreign money, remains in power, <a href="https://www.eastasiaforum.org/2021/06/23/how-the-coup-is-destroying-myanmars-economy/" target="_blank" rel="noopener">dragging down Myanmar’s economy</a>. Efforts to restore democracy in Myanmar should therefore be seen as crucial to the long-term strategic interests of the region’s democracies, and to global peace and prosperity, given the increasing belligerence of China under Xi Jinping. Xi, now president for life, this month told the People’s Liberation Army to <a href="https://www.theguardian.com/world/2022/nov/09/xi-jinping-tells-chinas-army-to-focus-on-preparation-for-war" target="_blank" rel="noopener">prepare for war</a>. A compliant and indebted Myanmar with a deep-sea port controlled by Chinese interests tips the scales towards that happening. A democratic and independent Myanmar is a counter-strategy to this potential. <h2>Calls for sanctions</h2> Myanmar’s democracy movement wants the international community to impose <a href="https://specialadvisorycouncil.org/cut-the-cash/" target="_blank" rel="noopener">tough sanctions</a> on the junta. But few have responded. The United States and United Kingdom have gone furthest, banning business dealings with Myanmar military officials and state-owned or private companies controlled by the military. The European Union and Canada have imposed sanctions against a more limited range of individuals and economic entities. South Korea has suspended financing new infrastructure projects. Japan has suspended aid and postponed the launch of Myanmar’s first satellite. New Zealand has suspended political and military contact. Australia has suspended military cooperation (with some <a href="https://www.dfat.gov.au/international-relations/security/sanctions/sanctions-regimes/myanmar-sanctions-regime" target="_blank" rel="noopener">pre-existing restrictions</a> on dealing with military leaders imposed following the human rights atrocities committed against the <a href="https://www.bbc.com/news/world-asia-41566561" target="_blank" rel="noopener">Rohingya</a> in 2017. But that’s about it. Myanmar’s closest neighbours in the ten-member Association of South-East Asian Nations are still committed to a policy of dialogue and “<a href="https://thediplomat.com/2022/11/will-asean-finally-change-its-approach-toward-myanmar/" target="_blank" rel="noopener">non-interference</a>” – though <a href="https://thediplomat.com/2022/05/malaysian-fm-says-asean-envoy-welcomes-idea-of-engaging-myanmars-nug/" target="_blank" rel="noopener">Malaysia</a> and <a href="https://thediplomat.com/2022/11/indonesian-fm-says-myanmar-military-to-blame-for-countrys-crisis/" target="_blank" rel="noopener">Indonesia</a> are increasingly arguing for a tougher approach as the atrocities mount. The <a href="https://myanmar.iiss.org/" target="_blank" rel="noopener">Armed Conflict Location and Event Data Project</a> says the only country now more violent than Myanmar is Ukraine. Given its unique geo-strategic position, self-interest alone should be enough for the international community to take greater action. This article originally appeared on <a href="https://theconversation.com/chinas-influence-in-myanmar-could-tip-the-scales-towards-war-in-the-south-china-sea-189780" target="_blank" rel="noopener">The Conversation</a>. Image: Shutterstock

Legal

10 best couples cruises for a romantic holiday at sea

What could be more romantic than spending a week at sea on a gorgeous ship with your honey, taking in spectacular views while indulging in over-the-top spa treatments and decadent, all-you-can-eat food? On the best cruises for couples, you get to experience so many exciting new sights, sounds and tastes together, you’re likely to fall in love with each other all over again. In fact, cruising is so romantic that thousands of couples actually get married, honeymoon and renew their vows onboard ships annually. here are romantic short cruises, all-inclusive cruises, adults-only cruises and even cruises that sail around the world. So, with all the great options out there, how do you choose the best cruise for the two of you? We’ve come up with a list of the best cruises for every type of traveller – times two! – to ensure you have fun together and don’t end up having to look for singles cruises instead! <h3>Best overall cruise – Viking Cruises</h3> Which company offers the best cruises for couples? Thanks to its small ships, impeccable service and adults-only policy, Viking earns that title, offering amazing cruises for lovebirds of all ages. You’ll feel like you’re at one of the best adults-only, all-inclusive resorts – except that you’ll have stunning views at sea. Every stateroom features its own private veranda, perfect for cosying up and watching the world go by, but don’t miss afternoon tea in the lovely Wintergarden. Whether you’re heading to Hawaii or the Mediterranean, a shore excursion in every port is also included in your fare, and after each one, you’ll want to relax in your robes in the spa’s Scandinavian-inspired thermal suite and talk about everything you experienced. In addition to award-winning ocean cruises, Viking is renowned for its river cruises and recently introduced expedition ships. Now, well-travelled couples can fulfil their bucket list trip to Antarctica knowing their favourite cruise line – like their partner – has their back. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best megaship cruise – Celebrity Cruises</h3> Although Celebrity ships hold thousands of guests, they’re so thoughtfully designed with cosy nooks and corners that they have a surprisingly intimate feel, which is why they may end up being your favourite cruises. That’s especially true for the Edge series ships, the newest in the fleet, which include the recently launched Beyond, a wonder in and of itself. Beyond fully lives up to its name, especially if you upgrade to the Retreat, an exclusive ship within a ship that will make you feel like, well, a celebrity. It includes a beautiful, roomy suite with your own veranda and also grants you access to a private sundeck, lounge and restaurant conducive to more intimate conversations. For the perfect date night, be sure to make a dinner reservation at Le Voyage, the first restaurant at sea from Michelin-starred chef Daniel Boulud, before heading off to a Broadway-quality show. No worries if you’re not on Beyond. Every Celebrity ship is filled with fantastic dining options, and on Edge series ships, you can enjoy dinner alfresco on the Magic Carpet, so seriously, what are you waiting for? <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best cruise for getting married or renewing your vows – Princess Cruises</h3> Nicknamed “The Love Boat” in honour of the iconic TV show that was filmed on one of its ships, Princess is all about amore, and it just may be the most romantic cruise line. Embracing that legacy of love, it offers personalised wedding packages for couples who want to tie the knot at sea and recently set a Guinness World Record for the largest multi-location vow renewal. A dating reality show, The Real Love Boat, was also filmed aboard the Regal Princess and debuts in late 2022. But even if you’re not thinking about marriage yet or you’ve been married for years, you’ll want to cuddle under a blanket together to watch Movies Under the Stars or book an Ultimate Balcony Dining experience for a private champagne breakfast for two. Whatever you choose to do, love is in the air! <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best traditional cruise – Cunard Line</h3> With ships named after Queen Mary, Queen Elizabeth and Queen Victoria, it’s no wonder couples get the royal treatment on Cunard. The 180-year-old cruise line’s rich history is evident throughout each Art Deco-influenced ship, and there’s a touch of glamour that celebrates the Golden Age of cruising and will inspire you to celebrate each other. Some good cruise advice? Opt for a magical transatlantic cruise to stay on the ship 24/7 and take advantage of everything from enriching lectures to lazy days in the spa’s thermal suite. Pack your formalwear for the Gala Evening that’s a highlight of each cruise, and spend the night dancing cheek to cheek. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best luxury cruise – Seabourn Cruises</h3> With an oceanfront view from every room and all-inclusive fare, Seabourn is worth the splurge for a romantic getaway. Your Personal Suite Steward will attend to your every need, even drawing a Pure Pampering bath for two. You’ll also dine in style, choosing between award-winning venues serving everything from steak and sushi to tableside preparations of caesar salad and ice cream sundaes. In each port, Seabourn categorises its shore excursions into collections, so you can experience a destination the way the two of you want to, whether you’re more into culture, wellness or adventure. The only issue is that you may never want to leave the ship. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best midsize cruise – Holland America Line</h3> Many couples prefer midsize cruises because they offer the intimacy of a small ship with more activities. Holland America is a great choice, featuring lovely spaces like Silk Den Lounge and the Pinnacle Bar, where you can while away a couple of hours enjoying each other’s company with a cool drink in hand. Enjoy live entertainment at B.B. King’s Blues Club, Lincoln Center Stage and Billboard Onboard, and take part in Port to Table food and wine tastings and cooking demonstrations. All these experiences will enrich your cruise and your memories together. FYI, despite its name, Holland offers a wealth of itineraries for couples cruises, covering destinations from Alaska to Zanzibar. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best cruise for younger couples – Virgin Voyages</h3> Richard Branson’s adults-only cruise line is young and hip. An oasis on the ocean, Virgin Voyages are the best cruises for millennial couples, whether you’re heading to the Greek Islands or the Caribbean ones. Every night can be date night, with more than 20 all-included eateries featuring everything from Korean BBQ to veggie-forward dining. Don’t worry – you can work off the calories in a wide variety of unlimited fitness classes, whether you prefer the intensity of indoor cycling or the zen of yoga. Choose the soundtrack to your cruise at Voyage Vinyl, an onboard record store, where you’re likely to find your song. And commemorate your romantic vacation by getting matching tattoos at Squid Ink, the first tattoo shop at sea. Have cruises recovered from COVID? We’d say yes! <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best cruise for older couples – Silversea Cruises</h3> You won’t find lots of partiers on a Silversea cruise, but you will find lots of happy couples enjoying the ships’ understated luxury … and each other. It’s impossible not to feel special when you have your own suite with your own personal butler tending to your every need. (And FYI, all Silversea accommodations are suites.) Full dinners can even be served, course by course, in your cabin, white tablecloth and all. And because the all-inclusive pricing features wine, champagne and top-shelf spirits, you’ll find yourselves raising a glass – or two or three – to your love and your wise decision to book this couples cruise. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best cruise for active couples – Royal Caribbean International</h3> Royal Caribbean has always been known for its multitude of options, which have expanded even further with its launch of Wonder of the Seas, the world’s largest cruise ship. It’s like a city in itself, boasting eight unique “neighbourhoods,” including one exclusively for Royal Suite Class guests. There is so much for couples to do throughout the ship’s 18 decks, from walking through the plant-filled Central Park, riding the zip line and trying the FlowRider surf simulator to sipping cocktails at the cantilevered Vue Bar. On many of Royal Caribbean’s other ships, including Harmony of the Seas, you can opt for ice skating and dance lessons. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Best budget cruise for couples – Carnival Cruise Lines</h3> Because Carnival has a reputation as a party boat, people often ask, “Is Carnival good for couples?” The answer is yes, and the truth is, with the right partner, any cruise ship can be romantic. Carnival also happens to be fun and value-priced, which comes in handy if you didn’t book a cruise when they’re the cheapest (often, that’s in the off-season, like right after the holidays). Carnival gives you the opportunity to channel your inner child and scream your way down the waterslides, laugh your head off at the R-rated comedy club sets and chill in the Serenity Adult-Only Retreat – all on the same cruise. And, as the saying goes, the couple that plays together stays together. This article originally appeared on <a href="https://www.readersdigest.com.au/travel/10-best-couples-cruises-for-a-romantic-holiday-at-sea" target="_blank" rel="noopener">Reader's Digest</a>. Image: Getty <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div>

Cruising

740,000km of fishing line and 14 billion hooks: we reveal just how much fishing gear is lost at sea each year

Two per cent of all fishing gear used worldwide ends up polluting the oceans, our <a href="https://doi.org/10.1126/sciadv.abq0135" target="_blank" rel="noopener">new research</a> finds. To put that into perspective, the amount of longline fishing gear littering the ocean each year can circle the Earth more than 18 times. We interviewed 450 fishers from seven of the world’s biggest fishing countries including Peru, Indonesia, Morocco and the United States, to find out just how much gear enters the global ocean. We found at current loss rates, in 65 years there would be enough fishing nets littering the sea to cover the entire planet. This lost fishing equipment, known as ghost gear, can cause heavy social, economic and environmental damage. Hundreds of thousands of animals <a href="https://link.springer.com/article/10.1007/s11160-018-9520-7" target="_blank" rel="noopener">are estimated to die</a> each year from unintentional capture in fishing nets. Derelict nets can continue to fish indiscriminately for decades. Our research findings help highlight where to focus efforts to stem the tide of fishing pollution. It can also help inform fisheries management and policy interventions from local to global scales. <h2>14 billion longline hooks litter the sea each year</h2> The data we collected came directly from fishers themselves. They experience this issue firsthand and are best poised to inform our understanding of fishing gear losses. We surveyed fishers using five major gear types: gillnets, longlines, purse seine nets, trawl nets, and pots and traps. We asked how much fishing gear they used and lost annually, and what gear and vessel characteristics could be making the problem worse. This included vessel and gear size, whether the gear contacts the seafloor, and the total amount of gear used by the vessel. We coupled these surveys with information on global fishing effort data from commercial fisheries. Fishers use different types of nets to catch different types of fish. Our research found the amount of nets littering the ocean each year include: <ul> <li>740,000 kilometres of longline mainlines</li> <li>nearly 3,000 square kilometres of gill nets</li> <li>218 square kilometres of trawl nets</li> <li>75,000 square kilometres of purse seine nets</li> </ul> In addition, fishers lose over 25 million pots and traps and nearly 14 billion longline hooks each year. These estimates cover only commercial fisheries, and don’t include <a href="https://link.springer.com/chapter/10.1007/978-3-319-97758-4_15" target="_blank" rel="noopener">the amount</a> of fishing line and other gear lost by recreational fishers. We also estimate that between 1.7% and 4.6% of all land-based plastic waste travels into the sea. This amount likely exceeds lost fishing gear. However, fishing gear is designed to catch animals and so is generally understood as <a href="https://www.sciencedirect.com/science/article/pii/S0308597X15002985" target="_blank" rel="noopener">the most environmentally damaging</a> type of plastic pollution in research to date. <h2>Harming fishers and marine life</h2> Nearly 700 species of marine life <a href="https://www.sciencedirect.com/science/article/abs/pii/S0025326X14008571?via%3Dihub" target="_blank" rel="noopener">are known to</a> interact with marine debris, many of which are near threatened. Australian and US <a href="https://www.sciencedirect.com/science/article/pii/S0308597X15002985#bib6" target="_blank" rel="noopener">research in 2016</a> found fishing gear poses the biggest entanglement threats to marine fauna such as sea turtles, marine mammals, seabirds and whales. Other marine wildlife including sawfish, dugong, hammerhead sharks and crocodiles are also known to get <a href="https://onlinelibrary.wiley.com/doi/full/10.1111/j.1442-8903.2010.00525.x" target="_blank" rel="noopener">entangled in fishing gear</a>. Other <a href="https://conbio.onlinelibrary.wiley.com/doi/full/10.1111/conl.12781" target="_blank" rel="noopener">key problematic items</a> include balloons and plastic bags. Lost fishing gear is not only an environmental risk, but it also has an economic impact for the fishers themselves. Every metre of lost net or line is a cost to the fisher – not only to replace the gear but also in its potential catch. <figure></figure> Additionally, many fisheries have already gone through significant reforms to reduce their environmental impact and improve the sustainability of their operations. Some losses are attributable to how gear is operated. For instance, bottom trawl nets – which can get caught on reefs – are lost more often that nets that don’t make contact with the sea floor. The conditions of the ocean can also make a significant difference. For example, fishers commonly reported that bad weather and overcrowding contributes to gear losses. Conflicts between gears coming into contact can also result in gear losses, such as when towed nets cross drifting longlines or gillnets. Where fish are depleted, fishers must expend more effort, operate in worse conditions or locations, and are more likely to come in contact with others’ gear. All these features increase losses. <h2>What do we do about it?</h2> We actually found lower levels of fishing gear losses in our current study than in <a href="https://onlinelibrary.wiley.com/doi/full/10.1111/faf.12407" target="_blank" rel="noopener">a previous review</a> of the historical literature on the topic. Technological improvements, such as better weather forecasts and improved marking and tracking of fishing gear may be reducing loss rates. Incentives can further reduce losses resulting in ghost gear. This could include buyback programs for end-of-life fishing gear, reduced cost loans for net replacement, and waste receptacles in ports to encourage fishers to return used fishing gear. Technological improvements and management interventions could also make a difference, such as requirements to mark and track gear, as well as regular gear maintenance and repairs. Developing effective fishing management systems can improve food security, leave us with a healthier environment, and create more profitable businesses for the fishers who operate in it. This article originally appeared on <a href="https://theconversation.com/740-000km-of-fishing-line-and-14-billion-hooks-we-reveal-just-how-much-fishing-gear-is-lost-at-sea-each-year-192024" target="_blank" rel="noopener">The Conversation</a>. Image: CSIRO

Travel Trouble

10 best couples cruises for a romantic holiday at sea

The best cruises for couples you’ll want to book now What could be more romantic than spending a week at sea on a gorgeous ship with your honey, taking in spectacular views while indulging in over-the-top spa treatments and decadent, all-you-can-eat food? On the best cruises for couples, you get to experience so many exciting new sights, sounds and tastes together, you’re likely to fall in love with each other all over again. In fact, cruising is so romantic that thousands of couples actually get married, honeymoon and renew their vows onboard ships annually. There are romantic short cruises, all-inclusive cruises, adults-only cruises and even cruises that sail around the world. So, with all the great options out there, how do you choose the best cruise for the two of you? We’ve come up with a list of the best cruises for every type of traveller – times two! – to ensure you have fun together and don’t end up having to look for singles cruises instead! Best overall cruise – Viking Cruises Which company offers the best cruises for couples? Thanks to its small ships, impeccable service and adults-only policy, Viking earns that title, offering amazing cruises for lovebirds of all ages. You’ll feel like you’re at one of the best adults-only, all-inclusive resorts – except that you’ll have stunning views at sea. Every stateroom features its own private veranda, perfect for cosying up and watching the world go by, but don’t miss afternoon tea in the lovely Wintergarden. Whether you’re heading to Hawaii or the Mediterranean, a shore excursion in every port is also included in your fare, and after each one, you’ll want to relax in your robes in the spa’s Scandinavian-inspired thermal suite and talk about everything you experienced. In addition to award-winning ocean cruises, Viking is renowned for its river cruises and recently introduced expedition ships. Now, well-travelled couples can fulfil their bucket list trip to Antarctica knowing their favourite cruise line – like their partner – has their back. Best megaship cruise – Celebrity Cruises Although Celebrity ships hold thousands of guests, they’re so thoughtfully designed with cosy nooks and corners that they have a surprisingly intimate feel, which is why they may end up being your favourite cruises. That’s especially true for the Edge series ships, the newest in the fleet, which include the recently launched Beyond, a wonder in and of itself. Beyond fully lives up to its name, especially if you upgrade to the Retreat, an exclusive ship within a ship that will make you feel like, well, a celebrity. It includes a beautiful, roomy suite with your own veranda and also grants you access to a private sundeck, lounge and restaurant conducive to more intimate conversations. For the perfect date night, be sure to make a dinner reservation at Le Voyage, the first restaurant at sea from Michelin-starred chef Daniel Boulud, before heading off to a Broadway-quality show. No worries if you’re not on Beyond. Every Celebrity ship is filled with fantastic dining options, and on Edge series ships, you can enjoy dinner alfresco on the Magic Carpet, so seriously, what are you waiting for? Best cruise for getting married or renewing your vows – Princess Cruises Nicknamed “The Love Boat” in honour of the iconic TV show that was filmed on one of its ships, Princess is all about amore, and it just may be the most romantic cruise line. Embracing that legacy of love, it offers personalised wedding packages for couples who want to tie the knot at sea and recently set a Guinness World Record for the largest multi-location vow renewal. A dating reality show, The Real Love Boat, was also filmed aboard the Regal Princess and debuts in late 2022. But even if you’re not thinking about marriage yet or you’ve been married for years, you’ll want to cuddle under a blanket together to watch Movies Under the Stars or book an Ultimate Balcony Dining experience for a private champagne breakfast for two. Whatever you choose to do, love is in the air! Best traditional cruise – Cunard Line With ships named after Queen Mary, Queen Elizabeth and Queen Victoria, it’s no wonder couples get the royal treatment on Cunard. The 180-year-old cruise line’s rich history is evident throughout each Art Deco-influenced ship, and there’s a touch of glamour that celebrates the Golden Age of cruising and will inspire you to celebrate each other. Some good cruise advice? Opt for a magical transatlantic cruise to stay on the ship 24/7 and take advantage of everything from enriching lectures to lazy days in the spa’s thermal suite. Pack your formalwear for the Gala Evening that’s a highlight of each cruise, and spend the night dancing cheek to cheek. Best luxury cruise – Seabourn Cruises With an oceanfront view from every room and all-inclusive fare, Seabourn is worth the splurge for a romantic getaway. Your Personal Suite Steward will attend to your every need, even drawing a Pure Pampering bath for two. You’ll also dine in style, choosing between award-winning venues serving everything from steak and sushi to tableside preparations of caesar salad and ice cream sundaes. In each port, Seabourn categorises its shore excursions into collections, so you can experience a destination the way the two of you want to, whether you’re more into culture, wellness or adventure. The only issue is that you may never want to leave the ship. Best midsize cruise – Holland America Line Many couples prefer midsize cruises because they offer the intimacy of a small ship with more activities. Holland America is a great choice, featuring lovely spaces like Silk Den Lounge and the Pinnacle Bar, where you can while away a couple of hours enjoying each other’s company with a cool drink in hand. Enjoy live entertainment at B.B. King’s Blues Club, Lincoln Center Stage and Billboard Onboard, and take part in Port to Table food and wine tastings and cooking demonstrations. All these experiences will enrich your cruise and your memories together. FYI, despite its name, Holland offers a wealth of itineraries for couples cruises, covering destinations from Alaska to Zanzibar. Best cruise for younger couples – Virgin Voyages Richard Branson’s adults-only cruise line is young and hip. An oasis on the ocean, Virgin Voyages are the best cruises for millennial couples, whether you’re heading to the Greek Islands or the Caribbean ones. Every night can be date night, with more than 20 all-included eateries featuring everything from Korean BBQ to veggie-forward dining. Don’t worry – you can work off the calories in a wide variety of unlimited fitness classes, whether you prefer the intensity of indoor cycling or the zen of yoga. Choose the soundtrack to your cruise at Voyage Vinyl, an onboard record store, where you’re likely to find your song. And commemorate your romantic vacation by getting matching tattoos at Squid Ink, the first tattoo shop at sea. Have cruises recovered from COVID? We’d say yes! Best cruise for older couples – Silversea Cruises You won’t find lots of partiers on a Silversea cruise, but you will find lots of happy couples enjoying the ships’ understated luxury … and each other. It’s impossible not to feel special when you have your own suite with your own personal butler tending to your every need. (And FYI, all Silversea accommodations are suites.) Full dinners can even be served, course by course, in your cabin, white tablecloth and all. And because the all-inclusive pricing features wine, champagne and top-shelf spirits, you’ll find yourselves raising a glass – or two or three – to your love and your wise decision to book this couples cruise. Best cruise for active couples – Royal Caribbean International Royal Caribbean has always been known for its multitude of options, which have expanded even further with its launch of Wonder of the Seas, the world’s largest cruise ship. It’s like a city in itself, boasting eight unique “neighbourhoods,” including one exclusively for Royal Suite Class guests. There is so much for couples to do throughout the ship’s 18 decks, from walking through the plant-filled Central Park, riding the zip line and trying the FlowRider surf simulator to sipping cocktails at the cantilevered Vue Bar. On many of Royal Caribbean’s other ships, including Harmony of the Seas, you can opt for ice skating and dance lessons. Best budget cruise for couples – Carnival Cruise Lines Because Carnival has a reputation as a party boat, people often ask, “Is Carnival good for couples?” The answer is yes, and the truth is, with the right partner, any cruise ship can be romantic. Carnival also happens to be fun and value-priced, which comes in handy if you didn’t book a cruise when they’re the cheapest (often, that’s in the off-season, like right after the holidays). Carnival gives you the opportunity to channel your inner child and scream your way down the waterslides, laugh your head off at the R-rated comedy club sets and chill in the Serenity Adult-Only Retreat – all on the same cruise. And, as the saying goes, the couple that plays together stays together. Written by Lois Alter Mark. This article first appeared in <a href="https://www.readersdigest.co.nz/travel/10-best-couples-cruises-for-a-romantic-holiday-at-sea" target="_blank" rel="noopener">Reader’s Digest</a>. For more of what you love from the world’s best-loved magazine, <a href="http://readersdigest.innovations.co.nz/c/readersdigestemailsubscribe?utm_source=over60&utm_medium=articles&utm_campaign=RDSUB&keycode=WRA87V" target="_blank" rel="noopener">here’s our best subscription offer.</a> Image: Getty Images

Cruising

Elizabeth Strout’s Lucy By the Sea: a claustrophobic portrait of a terrible pandemic year

In her latest novel, Lucy by the Sea, Elizabeth Strout captures the bewilderment of us all at the onset of the pandemic. Her character Lucy Barton admits not only did she not see it coming, but even when she did notice the virus’s existence, she did not really believe it would ever reach New York. It is March, 2020, and Lucy, a writer, had been scheduled to travel to Italy and Germany, a book tour which she had, with fortuitous prescience, cancelled back in December. Lucy is a woman who is given to sudden flashes of insight – much like her mother, who was known for having “visions” – which is why, looking back at those early days of the pandemic, not having sensed its threat surprises her. Even when her ex-husband William’s oldest friend is put on a ventilator and subsequently dies, it is still difficult for her to accept that this is happening to people she knows. With hindsight, Lucy remarks: “It’s odd how the mind does not take in anything until it can.” William has been quicker to spot the looming danger. He pleads with their two daughters Becka and Chrissy to leave New York city with their husbands, before hastily scooping up Lucy from her apartment and carrying her away to the town of Crosby on the coast of Maine. At this point in the book, devotees of Strout’s Pulitzer Prize-winning novel Olive Kitteridge, will experience a shiver of recognition and anticipation, for the fictional coastal town of Crosby is “Olive territory”. With this one deft move, Strout draws together the separate threads of much of the fiction she has written since Olive Kitteridge was published in 2008. Before establishing herself as a successful writer in New York, Lucy Barton’s territory was the small Midwest town of Amgash, Illinois. The deprivation of her Amgash childhood has haunted Lucy through Strout’s earlier novels, My Name is Lucy Barton, and Oh William! (the latter now <a href="https://www.abc.net.au/news/2022-10-01/booker-prize-shortlist-best-books-2022/101482730" target="_blank" rel="noopener">shortlisted for the 2022 Booker Prize</a>) and in two of the short stories in Anything is Possible. Now it continues to tug at her in the house beside the sea in Maine. In My Name is Lucy Barton, Lucy is told by a writer she admires: <blockquote> You will have only one story … You’ll write your one story many ways don’t ever worry about story. You will have only one. </blockquote> The story Lucy has to tell, over and over, and in many different ways, is the story of her childhood, its poverty and isolation, and her complex relationship with a mother who was unable to tell her own child that she loved her. Even as an adult, Lucy does not know her mother’s story. In Lucy by the Sea she has invented for herself a “nice mother” she can talk to in private as distinct from the real mother with whom the silences that fell between them were necessarily more poignant than words. <h2>Emotional lockdown</h2> Locked down in a house on a cliff with a view of the waves, Lucy and William endeavour to fill their days. Lucy struggles to read, and as for writing, she believes she will never write another word. This sense of being frozen and unable to concentrate was all too common at that uncertain and anxiety-inducing point in the pandemic, especially among writers. But for Lucy there is the realisation that this is a state she recognises, having spent her childhood in a kind of emotional lockdown. In Maine, unable to retreat into the activities that usually soothe her, Lucy is also grieving for her husband David, a cellist with the New York Philharmonic, who has died only a year earlier. William, too, is unexpectedly single since his wife, Estelle, walked out and took their daughter Bridget, along with a good bit of their furniture. With no escape from the monotony of their self-isolation, Lucy, who in ordinary circumstances is endearingly quick to declare her love – especially for people – finds herself continually finding things to hate: she hates being in other people’s houses, hates the smell; she hates being cold, but hates sitting inside a house with a coat on; she hates the jigsaw puzzle of Van Gogh William insists they try; she hates snow, and she hates William after dinner when she suspects he is not really listening to her. With extraordinary patience, William tells Lucy to stop hating everything. To make matters worse, far from being welcome in Maine, some locals are so antagonistic towards the couple that a message urging them to go back to New York is anonymously attached to their car. Then, on a visit to a grocery store, a woman shouts at Lucy: “You goddamn New Yorkers! Get the hell out of our state!” When Lucy reproaches William for not being nice to her after the woman yelled, William, becoming uncharacteristically emotional, answers that hers is the life he has wanted to save. <blockquote> ‘My own life I care very little about these days. But Lucy, if you should die from this, it would –’ He shook his head with weariness. ‘I only wanted to save your life, and what if some woman yelled at you.’ </blockquote> When their daughters experience difficulties – one still in New York, the other in Connecticut – Lucy and William must support them as best they can from Maine. Many readers will recognise the torment of handling family crises at arm’s length, and of not being able to hug loved ones even when distance is finally overcome. <h2>Not Olive</h2> Elizabeth Strout has captured perfectly the fear, frustration, and boredom experienced by so many of us during the first year of Covid. Even her fragmentary writing style adds authenticity to a time when few of us could concentrate, when we flicked from news broadcast to news broadcast, to tallies of the latest case numbers, and deaths, while feeling that the very air we breathed carried risk. Among Strout fans Lucy Barton is a much-loved character, but it is Olive Kitteridge who has most often made headlines, with the <a href="https://www.imdb.com/title/tt3012698/" target="_blank" rel="noopener">television mini-series</a> based on the book, starring Frances McDormand, winning multiple awards. The polarising nature of Olive’s character stirs a strong response in readers, whereas the more reticent Lucy speaks quietly, like someone whispering in the reader’s ear. Strout’s extraordinary achievement as a writer has been to illuminate so many flawed, ordinary, yet far from unremarkable lives, through a series of interconnected stories and novels. Though each book is complete, they work satisfyingly together as a cohesive whole, so that reading them we come to know not just a handful of characters but entire communities in a few small towns on the coast of Maine, and in New York and Illinois. Olive Kitteridge and its sequel are elegantly wrought, with their third-person (and at times omniscient) point of view allowing for more nuanced storytelling. Lucy Barton’s intimate, first-person voice in the reader’s ear, with its tendency to speak in run-on sentences that often end with ‘"… is what I mean"’ or “‘… is what I’m saying"’, can become tiresome. In the end, one feels as if one has spent a year in lockdown inside the head of a small, loving, anxious, slightly neurotic person named Lucy Barton. Lucy By the Sea is a pitch-perfect portrait of a terrible year, and oh, how sweet it is to get out and about, to breathe fresh air, and to see the world from other, less claustrophobic angles, both for Lucy Barton and the reader. This article originally appeared in <a href="https://theconversation.com/elizabeth-strouts-lucy-by-the-sea-a-claustrophobic-portrait-of-a-terrible-pandemic-year-191073" target="_blank" rel="noopener">The Conversation</a>. Images: Yahoo/Penguin

Books

About 200 dead whales have been towed out to sea off Tasmania – and what happens next is a true marvel of nature

Australians watched in horror as 230 pilot whales became stranded at a beach near Macquarie Harbour on Tasmania’s west coast. Some whales were saved, but the vast majority died. This left a big problem: what to do with all the rotting whale carcasses? Authorities decided to tow the dead animals out to sea, hoping they’ll eventually sink to the seafloor. Such mass whale strandings are sad to witness. But in this case, the aftermath presents a fascinating opportunity for scientific discovery. As the dead whales decompose, an astonishing and rare chain of events is likely to flow through the marine ecosystem – ultimately leading to an explosion of activity and new life. <h2>A 600-tonne problem</h2> Mass whale strandings happen fairly regularly – especially in Tasmania – yet no one really knows why. Days before this latest incident, <a href="https://www.abc.net.au/news/2022-09-20/sperm-whales-stranded-off-king-island-tasmania/101457406" target="_blank" rel="noopener">14 sperm whales</a> became stranded off King Island, northwest of Tasmania. And in 2020, about 470 pilot whales <a href="https://theconversation.com/like-trying-to-find-the-door-in-a-dark-room-while-hearing-your-relatives-scream-for-help-tasmanias-whale-stranding-tragedy-explained-146674" target="_blank" rel="noopener">became stranded</a> at Macquarie Harbour. While many were pulled out to sea, some of those carcasses washed up and were left to rot on the beach – an entirely natural process. However, pilot whales are big animals. Males weigh up to 2,300kg, which means they take a long time to decompose. The smell of two tonnes of rotting whale blubber soon becomes unbearable, so carcasses are frequently buried. This time around, authorities <a href="https://www.abc.net.au/news/2022-09-25/whale-carcasses-towed-out-to-sea-after-mass-stranding/101471166" target="_blank" rel="noopener">decided to tow</a> the dead animals out to sea. The ABC reported local salmon farm workers took almost 11 hours to dispose of 204 dead whales with a combined weight of between 500 and 600 tonnes. They were tied to a 400 metre-long rope and towed by boats for 40 kilometres, before being dropped into deep water in the Indian Ocean. Some carcasses may wash back to shore, but most are likely to disperse with the tides and currents. <h2>Shark bait? Probably not</h2> The big question is: what happens to all that whale mass dumped at sea? Initially, a dead whale tends to float to the surface as it begins to decompose and its innards expand with gas. As this happens, ocean scavengers such as sharks and seabirds are likely to feast on the remains. Some people <a href="https://www.abc.net.au/news/2019-04-14/do-buried-whale-carcasses-really-attract-sharks/10996512" target="_blank" rel="noopener">can be concerned</a> that whale carcasses attract sharks that might pose a risk to humans. Granted, encounters between sharks and humans, are <a href="https://theconversation.com/fatal-shark-attacks-are-at-a-record-high-deterrent-devices-can-help-but-some-may-be-nothing-but-snake-oil-150845" target="_blank" rel="noopener">on the rise</a> in Australia and elsewhere. But they’re still very rare. A <a href="https://parks.des.qld.gov.au/__data/assets/pdf_file/0024/167613/swim-humpback-whales-risks-sharks.pdf" target="_blank" rel="noopener">report</a> to the Western Australian government in 2012 found whale carcasses were a risk factors associated with shark attacks, and said caution should be exercised near a dead whale in the water. But the same report noted that of 26 shark attacks investigated, the highest number occurred more than a kilometre offshore. While there is no doubt <a href="https://doi.org/10.1016/j.gecco.2019.e00655" target="_blank" rel="noopener">sharks are attracted to dead whales</a>, the data is <a href="https://hakaimagazine.com/news/beached-whales-are-a-lure-for-hungry-sharks/" target="_blank" rel="noopener">not clear</a> on whether a whale carcass leads directly to an increase in shark attacks on people. Research <a href="https://www.sciencedirect.com/science/article/pii/S2351989419301854?via%3Dihub" target="_blank" rel="noopener">has shown</a> the likelihood of whale carcasses washing towards shore, where shark scavenging can be observed, is low. So as long as the carcass is taken far from shore and people keep their distance from it, the threat to humans from shark encounters appears to be exceedingly low. <h2>From death comes new life</h2> Inevitably, the whale carcass will start to sink. Most life in the ocean is found fairly close to the sea surface, so if the water is relatively shallow much of what’s left of the carcass will be quickly eaten by scavengers once it reaches the sea floor. But these carcasses have been disposed of in deep water. The deep ocean can be a barren place, where rich food sources are rare. So the appearance of a single whale carcass can supercharge an entire ecosystem. New life and activity can erupt around the dead animal in very little time. This process is known as “whale fall” and has been studied by scientists, sometimes using remotely operated vehicles. On the seafloor of the North Pacific, whale fall has been found to <a href="https://www.frontiersin.org/articles/10.3389/fevo.2022.885572/full" target="_blank" rel="noopener">support the survival</a> of at least 12,490 organisms of 43 species. Deep sea sharks will make the most of the carcass. <a href="https://www.youtube.com/watch?v=CZzQhiNQXxU" target="_blank" rel="noopener">A host of other animals</a> including hagfish, octopus, crabs, lobsters, worms and sea cucumbers will join in too. All the while bacteria work away quietly in the background. <a href="https://www.nhm.ac.uk/discover/what-happens-when-whales-die.html" target="_blank" rel="noopener">According to</a> Britain’s Natural History Museum, a single whale can provide animals with food for up to two years during the scavenging stage. Other animals and bacteria survive off the chemicals produced from the rotting carcass. These organisms, known as “chemotrophs” were thought to be unique to underwater volcanic vents, where they use hydrogen sulphide as the principal energy source. <a href="https://doi.org/10.1098/rspb.2016.2337" target="_blank" rel="noopener">Research</a> has shown a similar suite of animals recruit around dead and decaying whales – generating a completely independent ecosystem based on a gas that <a href="https://www.nhm.ac.uk/discover/what-happens-when-whales-die.html" target="_blank" rel="noopener">smells like rotten eggs</a>. Only a few organisms can break down the bones that remain, in a process that might take up to ten years. So take a moment to consider the effect of 204 whale falls in a small part of the ocean off Tasmania. Right now, they are probably generating interconnected marine metropolises, the likes of which are rarely seen. This article originally appeared on <a href="https://theconversation.com/about-200-dead-whales-have-been-towed-out-to-sea-off-tasmania-and-what-happens-next-is-a-true-marvel-of-nature-191340" target="_blank" rel="noopener">The Conversation</a>. Image: Twitter

Travel Trouble

Historic first as unique WWII sea fort bunker goes on sale

A decommissioned World War II fort in the middle of the ocean is being auctioned off for the first time in an historic sale. Starting at £50,000 (A$87k), the abandoned concrete vessel was initially built between 1915 and 1919 for naval defence during World War I, but was not operational until WWII. The property, which is located in the Humber Estuary of Northern England, is defined by the United Kingdom as a “grade II” building or structure that is “of special interest, warranting every effort to preserve it”, making it a historic listing. The unique marine dwelling under the hammer on July 19th through <a href="https://www.rightmove.co.uk/properties/124641977?utm_campaign=later-linkinbio-zillowgonewild&utm_content=later-28287929&utm_medium=social&utm_source=linkin.bio#/?channel=RES_BUY" target="_blank" rel="noopener">Savills National Auctions</a>. The ship once featured 30cm of armour on one side and an arsenal of weapons on the other, which was enough to support a garrison of up to 200 soldiers, according to the listing. The armour and weaponry were stripped from the site back in 1956. The sea fort is made up of three floors with a basement and a chamber below sea level, and also features a central two-storey observation tower. “In need of refurbishment throughout with potential for development /alternative uses, subject to consent.” the listing explains. The sea fort itself can only be accessed ‘by private boat’ from a port just south of Hull, located approximately five hours from London. Image credits: rightmove.co.uk

Real Estate

Royal Caribbean begin construction on huge new cruise ship

Construction on the sixth ship in Royal Caribbean’s Oasis Class has begun in Saint-Nazaire, France. The name of the cruise line, Utopia of the Seas, was revealed at the steel cutting ceremony. The ship, which is expected to take 30 months to build, will be available to set sail in the spring of 2024, depending on where you are in the world. It will also be the first Oasis Class ship powered by liquefied natural gas (LNG) in what has been classed as a “bold evolution”. By introducing the first LNG-powered Oasis Class ship, the cruise line will take yet another step toward a clean-energy future after its first LNG ship, Icon of the Seas, hits the sea in 2023. “We are excited to begin construction on Utopia of the Seas,” Michael Bayley, president and CEO, Royal Caribbean International said. “On the sixth Oasis Class ship, vacationers can look forward to the signature combination of Royal Caribbean experiences and many brand-new adventures that has and will continue to make the Oasis class of ships the ultimate vacation for guests of all ages.” Royal Caribbean cruise ships are known to be the “ultimate vacations” for families and travellers of all ages. Image: Royal Caribbean

Cruising

5 ways climate change boosts tsunami threat, from collapsing ice shelves to sea level rise

The enormous eruption of the underwater volcano in Tonga, Hunga Tonga-Hunga Ha'apai, triggered a <a href="https://www.reuters.com/business/environment/tonga-volcano-generates-tsunami-us-tsunami-monitor-said-2022-01-15/">tsunami</a> that reached countries all around the Pacific rim, even causing a <a href="https://apnews.com/article/oil-spills-business-tonga-peru-trending-news-3a92a17e2101945afcb22f5eb5bfb2ad?utm_campaign=SocialFlow&utm_source=Twitter&utm_medium=AP">disastrous oil spill</a> along 21 beaches in Peru. In Tonga, waves about 2 metres high were recorded before the sea level gauge failed, <a href="https://twitter.com/ConsulateKoT/status/1483384039826464768/photo/1">and waves of up to 15m</a> hit the west coasts of Tongatapu Islands, ‘Eua, and Ha’apai Islands. Volcanic activity could continue for weeks or months, but it’s hard to predict if or when there’ll be another such powerful eruption. Most tsunamis are caused by earthquakes, but a <a href="http://tsunami.org/what-causes-a-tsunami/">significant percentage</a> (about 15%) are caused by landslides or volcanoes. Some of these may be interlinked – for example, landslide tsunamis are often triggered by earthquakes or volcanic eruptions. But does <a href="https://www.un.org/en/climatechange/what-is-climate-change">climate change</a> also play a role? As the planet warms, we’re seeing more <a href="https://www.usgs.gov/faqs/how-can-climate-change-affect-natural-disasters">frequent and intense</a> storms and cyclones, the melting of glaciers and ice caps, and sea levels rising. Climate change, however, doesn’t just affect the atmosphere and oceans, it affects the Earth’s crust as well. <a href="https://www.reuters.com/article/us-climate-geology-idUSTRE58F62I20090916">Climate-linked</a> geological changes can increase the incidence of earthquakes and volcanic eruptions which, in turn, can exacerbate the threat of tsunamis. Here are five ways this can happen. <h2>1. Sea level rise</h2> If greenhouse gas emissions remain at high rates, the average global sea level is <a href="https://www.ipcc.ch/srocc/chapter/chapter-4-sea-level-rise-and-implications-for-low-lying-islands-coasts-and-communities">projected to rise</a> between 60 centimetres and 1.1m. <a href="https://www.un.org/sustainabledevelopment/wp-content/uploads/2017/05/Ocean-fact-sheet-package.pdf">Almost two thirds</a> of the world’s cities with populations over five million are at risk. Rising sea levels not only make coastal communities more vulnerable to flooding from storms, but also tsunamis. Even modest rises in sea level will dramatically increase the frequency and intensity of flooding when a tsunami occurs, as the tsunami can travel further inland. For example, <a href="https://www.science.org/doi/10.1126/sciadv.aat1180">a 2018 study</a> showed only a 50 centimetre rise would double the frequency of tsunami-induced flooding in Macau, China. This means in future, smaller tsunamis could have the same impact as larger tsunamis would today. <h2>2. Landslides</h2> A warming climate can increase the risk of both submarine (underwater) and aerial (above ground) landslides, thereby increasing the risk of local tsunamis. The <a href="https://www.nrdc.org/stories/permafrost-everything-you-need-know">melting of permafrost</a> (frozen soil) at high latitudes decreases soil stability, making it more susceptible to erosion and landslides. More <a href="https://climate.nasa.gov/news/2951/climate-change-could-trigger-more-landslides-in-high-mountain-asia/">intense rainfall</a> can trigger landslides, too, as storms become more frequent under climate change. <a href="https://www.usgs.gov/faqs/how-do-landslides-cause-tsunamis#:%7E:text=Tsunamis%20are%20large%2C%20potentially%20deadly,a%20result%20of%20submarine%20earthquakes.&text=Tsunamis%20can%20be%20generated%20on,a%20rapidly%20moving%20underwater%20landslide.">Tsunamis can be generated</a> on impact as a landslide enters the water, or as water is moved by a rapid underwater landslide. In general, tsunami waves generated from landslides or rock falls dissipate quickly and don’t travel as far as tsunamis generated from earthquakes, but they can still lead to huge waves locally. In Alaska, US, glacial retreat and melting permafrost has exposed unstable slopes. In 2015, this melting caused a landslide that sent 180 million tonnes of rock into a narrow fjord, <a href="https://www.nature.com/articles/s41598-018-30475-w">generating a tsunami reaching 193m high</a> – one of the highest ever recorded worldwide. <a href="https://images.theconversation.com/files/441884/original/file-20220121-8856-1regaso.png?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/441884/original/file-20220121-8856-1regaso.png?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="" /></a> Scientists survey damage from a megatsunami in Taan Fiord that had occurred in October, 2015 after a massive landslide. Peter Haeussler, United States Geological Survey Alaska Science Center/Wikimedia Other areas at risk include <a href="https://www.sciencedirect.com/science/article/pii/S0921818121000849">northwest British Columbia</a> in Canada, and the Barry Arm in Alaska, where an <a href="https://dggs.alaska.gov/hazards/barry-arm-landslide.html">unstable mountain slope</a> at the toe of the Barry Glacier has the potential to fail and <a href="https://www.woodwellclimate.org/wp-content/uploads/2020/05/Letter-to-Stakeholders_-Barry-Arm-Landslide-Final.pdf">generate a severe tsunami</a> in the next 20 years. <h2>3. Iceberg calving and collapsing ice shelves</h2> Global warming is accelerating the <a href="https://www.businessinsider.com.au/chasing-ice-glacier-calving-climate-change-2014-10?r=US&IR=T">rate of iceberg calving</a> – when chunks of ice fall into the ocean. Studies predict large ice shelves, such as the Thwaites Glacier in Antarctica, will <a href="https://news.climate.columbia.edu/2021/12/17/crucial-antarctic-glacier-likely-to-collapse-much-earlier-than-expected/">likely collapse</a> in the next five to ten years. Likewise, the Greenland ice sheet is <a href="https://climate.nasa.gov/news/3062/warming-seas-are-accelerating-greenlands-glacier-retreat/">thinning and retreating</a> at an alarming rate. <a href="https://images.theconversation.com/files/441878/original/file-20220121-8497-jjkh3d.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/441878/original/file-20220121-8497-jjkh3d.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="Iceberg near ship" /></a> Icebergs colliding with the seafloor can trigger underwater landslides. Shutterstock While much of the current research focus is on the sea level risk associated with melting and collapse of glaciers and ice sheets, there’s also a <a href="https://nhess.copernicus.org/articles/12/415/2012/">tsunami risk</a> from the calving and breakup process. Wandering icebergs can trigger <a href="https://www.nature.com/articles/s41561-021-00767-4">submarine landslides and tsunamis</a> thousands of kilometres from the iceberg’s original source, as they hit unstable sediments on the seafloor. <h2>4. Volcanic activity from ice melting</h2> About 12,000 years ago, the last glacial period (“ice age”) ended and the melting ice triggered a dramatic <a href="https://eprints.lancs.ac.uk/id/eprint/32995/2/Tuffen_PTRSL.pdf">increase in volcanic activity</a>. The correlation between climate warming and more volcanic eruptions isn’t yet well constrained or understood. But it may be related to <a href="https://pubs.er.usgs.gov/publication/70182772">changes in</a> stress to the Earth’s crust as the weight of ice is removed, and a phenomenon called “<a href="http://people.rses.anu.edu.au/lambeck_k/pdf/152.pdf">isostatic rebound</a>” – the long-term uplift of land in response to the removal of ice sheets. If this correlation holds for the current period of climate warming and melting of ice in high latitudes, there’ll be an increased risk of volcanic eruptions and associated hazards, including tsunamis. <h2>5. Increased earthquakes</h2> There are a number ways climate change can increase the frequency of earthquakes, and so increase tsunami risk. First, the weight of ice sheets may be <a href="https://royalsocietypublishing.org/doi/10.1098/rsta.2010.0031">suppressing fault movement and earthquakes</a>. When the ice melts, the isostatic rebound (land uplift) is accompanied by an increase in earthquakes and fault movement as the crust adjusts to the loss of weight. We may have seen this already in <a href="http://www.geotimes.org/oct04/NN_glacier.html">Alaska</a>, where melting glaciers reduced the stability of faults, inducing many small earthquakes and <a href="https://www.sciencedirect.com/science/article/pii/S0921818104000487?casa_token=BGo_KzIOuJkAAAAA:UHyQvV-tvVulwAfvOFPJILcG2206iyZhOM9TCVS_VAh0UdLimWrfu_NJRTHJVtwlKBL0cfA">possibly the magnitude 7.2 St Elias earthquake</a> in 1979. Another factor is low air pressure associated with storms and typhoons, which studies have also shown can trigger earthquakes in areas where the Earth’s crust is already under stress. Even relatively small changes in air pressure can trigger fault movements, as <a href="https://www.nature.com/articles/nature08042">an analysis</a> of earthquakes between 2002 and 2007 in eastern Taiwan identified. <h2>So how can we prepare?</h2> Many mitigation strategies for climate change should also include elements to improve tsunami preparedness. This could include incorporating projected sea level rise into tsunami prediction models, and in building codes for infrastructure along vulnerable coastlines. Researchers can also ensure scientific models of climate impacts include the projected increase in earthquakes, landslides and volcanic activity, and the increased tsunami risk this will bring.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;" src="https://counter.theconversation.com/content/175247/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/jane-cunneen-290217">Jane Cunneen</a>, Adjunct Research Fellow, <a href="https://theconversation.com/institutions/curtin-university-873">Curtin University</a> This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/5-ways-climate-change-increases-the-threat-of-tsunamis-from-collapsing-ice-shelves-to-sea-level-rise-175247">original article</a>. Image: Shutterstock

Domestic Travel

Does the US have the right to sail warships through the South China Sea? And can China stop them?

Images of what appeared to be US warships <a href="https://www.theguardian.com/us-news/2021/nov/08/satellite-images-china-mock-ups-us-warships">emerged</a> from China last month, but they were not anywhere near an ocean. In fact, they were thousands of kilometres away, in a desert in western China. Military experts said the mock-ups of US warships were part of a new target range developed by the People’s Liberation Army. The images demonstrate how seriously China is taking the repeated appearances of foreign warships in waters it claims to control – and why this is a worry for the stability of the region. In late November, a US destroyer <a href="https://www.aljazeera.com/news/2021/11/23/us-warship-sails-through-taiwan-strait-first-since-biden-xi-meet">sailed</a> through the Taiwan Strait, prompting a warning from China to “stop stirring up trouble, crossing the line and playing with fire”. This followed sailings of naval ships through the strait in recent months by <a href="https://www.reuters.com/world/asia-pacific/us-canadian-warships-sailed-through-taiwan-strait-last-week-2021-10-17/">Canada</a>, <a href="https://www.taiwannews.com.tw/en/news/4314084">France</a> and <a href="https://www.theguardian.com/uk-news/2021/sep/28/uk-sends-warship-through-taiwan-straight-for-first-time-in-more-than-a-decade">the UK</a>. The aircraft carrier USS Carl Vinson, meanwhile, <a href="https://www.scmp.com/news/china/diplomacy/article/3155365/more-warships-are-raising-risk-misfire-south-china-sea">made nine visits</a> to the South China Sea this year, most recently in October when it <a href="https://www.navytimes.com/news/your-navy/2021/10/27/uss-carl-vinson-operates-in-south-china-sea-with-japan-maritime-self-defense-force/">conducted training exercises</a> with a Japanese helicopter destroyer. China has been incensed by this uptick in naval activity. Beijing claims the vast majority of the South China Sea as its own and regards self-governing Taiwan as a renegade province. In a clear demonstration of its own naval capabilities, four People’s Liberation Army Navy (PLAN) vessels <a href="https://www.alaskapublic.org/2021/09/14/coast-guard-encountered-chinese-warships-in-the-aleutians/">conducted military and surveillance operations</a> just 75km (45 miles) off the coast of Alaska in the US exclusive economic zone in late August. Both nations’ naval operations are fuelling an atmosphere of deep distrust and suspicion. Chinese commentators blame the US for turning the Taiwan Strait into a flashpoint, and characterise US transits in the South China Sea as provocative violations of China’s sovereignty. And although the passage of the PLAN vessels near Alaska was in compliance with international law, the US is concerned about China’s aims to aggressively expand its naval operations to become the dominant power in the Pacific. With tensions running high in the Pacific, where does international law come in? What does the law say about sailing vessels in disputed waters, and have China or the US and its allies violated these rules? <h2>The rule of law in the oceans</h2> The <a href="https://www.un.org/depts/los/convention_agreements/texts/unclos/UNCLOS-TOC.htm">United Nations Convention on the Law of the Sea</a> (UNCLOS) establishes the rule of law in the oceans, as well as the rights of both coastal and maritime states. For example, coastal states have the right to control and manage the resources in their exclusive economic zones (EEZ), which extend 200 nautical miles (370km) from their shores. At the same time, these zones remain international waters. This means foreign vessels have a right of innocent passage. They must travel on the surface of the water and not threaten the “peace, good order, or security of the coastal state”. Coastal states may stop foreign ships from passing through their EEZ if they deem it “non-innocent”, but the passage itself cannot be considered a threat. UNCLOS also specifies which waters fall under a state’s direct sovereign control, otherwise known as its “<a href="https://en.wikipedia.org/wiki/Territorial_waters#Territorial_sea">territorial seas</a>”. This extends at most 12 nautical miles (22km) from a nation’s coast. Some of the world’s most important waterways, such as the <a href="https://www.tandfonline.com/doi/abs/10.1080/18366503.2014.956856">Straits of Malacca</a> between Indonesia and Malaysia and the Taiwan Strait, fall into this category. Foreign ships still retain the right to pass through these territorial waters, as long as they navigate “<a href="https://www.maritime-executive.com/features/Maritime-Security-Private-The-Concept-of-Innocent-Passage">continuously and expeditiously</a>”, not stopping or anchoring. Coastal states may not prohibit or impede a vessel’s innocent transit. <h2>Ambiguity being exploited by China</h2> UNCLOS is scattered with undefined and ambiguous terms in an attempt to strike a balance between the competing interests of coastal and maritime states. This ambiguity raises the risk of clashing interpretations of the law, as well as the potential for nations to exploit it for their own purposes. China, for example, has complained US surveillance in its EEZ is not for “peaceful purposes” – an undefined term under UNCLOS. UNCLOS also does not grant sovereignty over the sea in the absolute terms that China claims. Under the convention, the sea is shared by states and no nation can claim absolute dominion over it. In recent years, China has passed domestic laws that claim to supersede international law. For example, Beijing <a href="https://www.lowyinstitute.org/the-interpreter/deliberate-ambiguity-china-s-new-territorial-waters-declaration">requires vessels</a> to seek permission before undertaking innocent passage through the South China Sea, which it considers its “territorial waters”. <img src="https://images.theconversation.com/files/437677/original/file-20211215-19-hzffee.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="Chinese vessels in the South China Sea." /> Chinese vessels moored at Whitsun Reef in the South China Sea. National Task Force-West Philippine Sea/AP China also claims <a href="https://www.lowyinstitute.org/the-interpreter/how-china-bending-rules-south-china-sea">historical control</a> over the South China Sea, which is also not clearly defined under UNCLOS. Historical control over waters has been recognised under international law, but this requires a state to have had continuous authority over a sea, with the acquiescence of other nations. China’s claim to historical control over the South China Sea has been <a href="https://www.lowyinstitute.org/the-interpreter/whatever-happened-south-china-sea-ruling">dismissed</a> by an <a href="https://www.theguardian.com/world/2016/jul/12/philippines-wins-south-china-sea-case-against-china">international tribunal</a> and vigorously protested by its neighbours, as well as other nations without claims to the waters. <h2>US belief in freedom of navigation</h2> The US maintains its passages through the Taiwan Strait and South China Sea are within its rights under UNCLOS, even though it is not a signatory. (It believes the convention contains pre-existing customary rights, such as the freedom of navigation, which all nations have always enjoyed.) To maintain these rights, Washington has maintained a <a href="https://interactives.lowyinstitute.org/archive/fonops/">Freedom of Navigation Operations (FONOPS) program</a> since the late 1970s. The purpose of these operations is to ensure all nations retain their unrestricted sea transit rights as spelled out under UNCLOS. As such, FONOPS send an overt message – the US has the right to sail its warships through the South China Sea because UNCLOS permits it. There must be no ambiguity under the convention when it comes to this. China claims FONOPS are a mask for unwarranted aggression and regional interference. Beijing’s opposition is not surprising – the program contests the legality of both China’s sea claims and its attempts to restrict navigational freedom through these waters. China has no legal grounds for dismissing these international rules. However, the longer it does, the more likely the tensions in the South China Sea and Taiwan Strait are going to intensify.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;" src="https://counter.theconversation.com/content/166742/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/claudio-bozzi-8264">Claudio Bozzi</a>, Lecturer in Law, <a href="https://theconversation.com/institutions/deakin-university-757">Deakin University</a> This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/does-the-us-have-the-right-to-sail-warships-through-the-south-china-sea-and-can-china-stop-them-166742">original article</a>. Image: Mass Communication Specialist 2nd Class Samantha Jetzer/US Navy/AP

International Travel

La Niña just raised sea levels in the western Pacific by up to 20cm. This height will be normal by 2050

<a href="https://asiapacificreport.nz/2021/12/07/tidal-damage-cuts-swathe-across-wide-area-of-pacific/">Severe coastal flooding</a> inundated islands and atolls across the western equatorial Pacific last week, with widespread damage to buildings and food crops in the Federated States of Micronesia, Marshall Islands, Papua New Guinea and Solomon Islands. On one level, very high tides are normal at this time of year in the western Pacific, and are known as “spring tides”. But why is the damage so bad this time? The primary reason is these nations are enduring a flooding trifecta: a combination of spring tides, climate change and La Niña. <a href="http://www.bom.gov.au/climate/enso/">La Niña</a> is a natural climate phenomenon over the Pacific Ocean known for bringing wet weather, including in eastern Australia. A less-known impact is that La Niña also raises sea levels in the western tropical Pacific. In a terrifying glimpse of things to come, this current La Niña is raising sea levels by 15-20 centimetres in some western Pacific regions – the same sea level rise projected to occur globally by 2050, regardless of how much we cut global emissions between now and then. So let’s look at this phenomena in more detail, and why we can expect more flooding over the summer. <h2>These spring tides aren’t unusual</h2> Low-lying islands in the Pacific are considered the frontline of climate change, where sea level rise poses an existential threat that could force millions of people to <a href="https://theconversation.com/the-seas-are-coming-for-us-in-kiribati-will-australia-rehome-us-172137">find new homes</a> in the coming decades. Last week’s tidal floods show what will be the new normal by 2050. In the Marshall Islands, for example, waves were <a href="https://asiapacificreport.nz/2021/12/07/tidal-damage-cuts-swathe-across-wide-area-of-pacific/">washing over boulder</a> barriers, causing flooding on roads half a metre deep. This flooding has coincided with the recent spring tides. But while there is year to year variability in the magnitude of these tides that vary from location to location, this year’s spring tides aren’t actually unusually higher than those seen in previous years. For instance, <a href="https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2020EF001607">tidal analysis</a> shows annual maximum <a href="http://www.bom.gov.au/oceanography/projects/spslcmp/data/index.shtml">sea levels at stations</a> in Lombrom (Manus, Papua New Guinea) and Dekehtik (Pohnpei, Federated States of Micronesia) are roughly 1-3cm higher than last year. Meanwhile, those at Betio (Tarawa, Kiribati) and Uliga (Majuro, Marshall Islands) are roughly 3-6cm lower. This means the combined impacts of sea level rise from climate change and the ongoing La Niña event are largely responsible for this year’s increased flooding. <h2>A double whammy</h2> The latest <a href="https://www.ipcc.ch/report/ar6/wg1/#SPM">assessment report</a> from the Intergovernmental Panel on Climate Change finds global average sea levels rose by about 20cm between 1901 and 2018. This sea level rise would, of course, lead to more coastal inundation in low-lying regions during spring tides, like those in the western tropical Pacific. However, sea level rise increases at a relatively small rate – around 3 millimetres per year. So while this can create large differences over decades and longer, year to year differences are small. This means while global mean sea level rise has likely contributed to last week’s floods, there is relatively small differences between this year and the previous few years. This is where La Niña makes a crucial difference. We know La Nina events impact the climate of nations across the Pacific, bringing an <a href="https://theconversation.com/do-la-ninas-rains-mean-boom-or-bust-for-australian-farmers-172511">increased chance of high rainfall</a> and tropical cyclone landfall in some locations. But the easterly trade winds, which blow across the Pacific Ocean from east to west, are stronger in La Niña years. This leads to a larger build up of warm water in the western Pacific. Warm water is generally thicker than cool water (due to thermal expansion), meaning the high heat in the western equatorial Pacific and Indonesian Seas during La Niña events is often accompanied by higher sea levels. This year is certainly no different, as can be seen in sea surface height anomaly maps <a href="https://sealevel.jpl.nasa.gov/data/along-track-nrt-data/?page=0&per_page=3&order=publish_date+desc&search=&fancybox=true&condition_1=2021%3Ayear&condition_2=11%3Amonth&category=204">here</a> and <a href="https://aviso.altimetry.fr/fileadmin/images/data/Products/indic/enso/Msla_MoyMens_PacTrop_latest.png">here</a>. From these maps, along with <a href="https://agupubs.onlinelibrary.wiley.com/doi/pdf/10.1029/1999GL010485">past studies</a>, it’s clear Pacific islands west of the date line (180⁰E) and between Fiji and the Marshall Islands (15⁰N-15⁰S) are those most at risk of high sea levels during La Niña events. <h2>What could the future hold?</h2> We can expect to see more coastal flooding for these western Pacific islands and atolls over the coming summer months. This is because the La Niña-induced sea level rise is normally maintained throughout this period, along with more periods with high spring tides. Interestingly, the high sea levels related to La Niña events in the northern hemisphere tend to peak in November-December, while they do not peak in the <a href="https://journals.ametsoc.org/view/journals/clim/27/3/jcli-d-13-00276.1.xml">southern hemisphere</a> until the following February-March. This means many western Pacific locations on both sides of the equator will experience further coastal inundation in the short term. But the severity of these impacts is likely to increase in the southern hemisphere (such as the Solomon islands, Tuvalu and Samoa) and decrease in the northern hemisphere (such as the Marshall Islands and the Federated States of Micronesia). Looking forward towards 2050, a further <a href="https://www.ipcc.ch/report/ar6/wg1/#SPM">15-25cm of global average sea level rise is expected</a>. La Niña events typically cause sea levels in these regions to rise 10-15cm above average, though some regions can bring sea levels up to 20cm. Given the projected sea level rise in 2050 is similar to the La Niña-induced rise in the western Pacific, this current event provides an important insight into what will become “normal” inundation during spring tides. Unfortunately, climate projections show this level of sea level rise by 2050 is all but locked in, largely due to the greenhouse gas emissions we’ve already released. Beyond 2050, we know sea levels will continue to rise for the next several centuries, and this will largely depend on our future emissions. To give low-lying island nations a fighting chance at surviving the coming floods, all nations (including Australia) must drastically and urgently cut emissions.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;" src="https://counter.theconversation.com/content/173504/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/shayne-mcgregor-123851">Shayne McGregor</a>, Associate Professor, and Associate Investigator for the ARC Centre of Excellence for Climate Extremes, <a href="https://theconversation.com/institutions/monash-university-1065">Monash University</a> This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/la-nina-just-raised-sea-levels-in-the-western-pacific-by-up-to-20cm-this-height-will-be-normal-by-2050-173504">original article</a>. Image: Shutterstock

International Travel

The seas are coming for us in Kiribati. Will Australia rehome us?

Our atoll nation is barely two metres above sea level, and the waters are coming for us. Despite the progress and momentum of the COP26 climate conference in Glasgow, we are still not moving fast enough to avoid the worst of climate change. It is heartening that more than 190 countries and organisations agreed to rapidly phase out coal power and end support for new coal power stations. More than 100 countries signed a pledge to cut methane emissions 30% by the end of the decade, and about the same number agreed to stop deforestation on an industrial scale in the same timeframe. But even with these agreements, we in Kiribati face the death of our homeland. Co-author Anote Tong led our country as president for 15 years, alongside lead author Akka Rimon, who was foreign secretary between 2014 and 2016. <img src="https://images.theconversation.com/files/432664/original/file-20211118-13-pb2hli.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="man looks at camera in front of the word " /> Author Anote Tong, when he was Kiribati president, at the Pacific Islands Forum in 2015. Mick Tsikas/AAP The problem is speed. Our land is <a href="https://storymaps.arcgis.com/stories/7f455136b85f4edd8655d15a89b5039f">disappearing faster</a> than global action can stem climate change. Delays and a lack of global leadership mean the existence of small island states like Kiribati is now in the balance. That means we must urgently find ways to rehome our people. It is very difficult to leave our homes, but there is no choice. Time is not on our side. We must prepare for a difficult future. What we need is a model where displaced people can migrate to host nations when their homes become uninhabitable. Countries like Australia need workers – and we will soon need homes. This is, increasingly, a question of justice. Australia’s actions, in particular, raise questions over how sincere it is in honouring its recent commitments at COP26. As the world’s <a href="https://www.canberratimes.com.au/story/6568957/australia-now-the-worlds-largest-natural-gas-exporter/">largest exporter</a> of fossil gas and the second largest exporter of coal, Australia’s reluctance to change is putting its neighbours in the Pacific at risk of literally disappearing. It is the only developed nation not committed to cut emissions at least in half by 2030. In Glasgow, <a href="https://theconversation.com/the-australian-way-how-morrison-trashed-brand-australia-at-cop26-171670#:%7E:text=Fijian%20Prime%20Minister%20Frank%20Bainimarama,keep%20faith%20with%20future%20generations%E2%80%9D.">Fiji urged Australia</a> to take real action by halving emissions by 2030. Did it work? No. Australia also refused to sign the agreements on ending coal’s reign, with prominent politicians <a href="https://www.9news.com.au/national/glasgow-cop26-climate-summit-a-win-for-coal-industry-senator-matt-canavan-says/a0e35fc5-4c31-4d94-9eb4-d4655c8af4ce">undermining the COP26 agreement</a> as soon as the conference was over. We desperately hope the commitments Australia did make at COP26 are not just words on paper. But if they are, that makes our need for certainty even more urgent. Let us speak plainly: If Australia really does plan to sell as much of its fossil fuel reserves as possible and drag its feet on climate action, the least it can do is help us survive the rising seas caused by the burning of its coal and gas. <img src="https://images.theconversation.com/files/432566/original/file-20211118-19-o2c6cs.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="Satellite image of Tarawa Atoll" /> Kiribati’s Tarawa Atoll is home to more than half of the island nation’s far-flung population. <a href="https://www.flickr.com/photos/europeanspaceagency/50381716376" class="source">European Space Agency, Flickr</a>, <a href="http://creativecommons.org/licenses/by-sa/4.0/" class="license">CC BY-SA</a> <h2>To migrate with dignity</h2> Eighteen years ago, the Kiribati government – then headed by Anote Tong – introduced a <a href="https://www.un.org/en/ga/69/meetings/gadebate/pdf/KI_en.pdf">“migration with dignity” policy </a> as a way for I-Kiribati people to adapt to climate change. We gave our I-Kiribati workers international qualifications tailored for jobs in demand overseas. After this, Kiribati, Tuvalu, Fiji, Tonga and New Zealand <a href="https://www.immigration.govt.nz/new-zealand-visas/apply-for-a-visa/about-visa/pacific-access-category-resident-visa">set up a scheme</a> to allow workers to migrate to New Zealand if they had an offer of a job. Each year prior to COVID, 75 people from Kiribati were able to migrate through the scheme. New Zealand is the first and only country currently offering a permanent labour migration program from Kiribati. While welcome, we will need more places for I-Kiribati as climate change intensifies. Like New Zealand, Australia has expanded its seasonal worker schemes for Pacific workers, and is now moving towards a longer stay, multi-visa arrangement under its <a href="https://www.dfat.gov.au/geo/pacific/engagement/pacific-labour-mobility">Pacific Labour Scheme</a>. We expect this scheme will evolve into a permanent migration scheme similar to New Zealand. While we wait in hope for a true safe haven for our people, our diaspora is growing. I-Kiribati are moving now to Pacific countries higher above the water level such as Fiji, the Cook Islands, Niue, Samoa and Tonga. Are we scared? Of course. We are on the front line of this crisis, despite having done amongst the least to cause it. It is difficult to leave the only home we have known. But science does not lie. And we can see the water coming. Labour migration will not solve climate change, but it offers hope to those of us who will be displaced first. This is a vital question of climate justice. This upheaval is caused by high-emitting economic powerhouses like the US, China, and the European Union. But the vulnerable are paying the full cost. That is not fair. As climate change worsens, other global leaders must consider how best to support adaptation through labour mobility. Far better to plan for this now than to let climate change rage unchecked and trigger ever-larger waves of refugees. <h2>The question of climate justice</h2> Consider this: in 2018, each person in Kiribati was responsible for 0.95 tonnes of carbon dioxide equivalent. By contrast, each person in the United States was <a href="https://www.climatewatchdata.org/ghg-emissions?calculation=PER_CAPITA&end_year=2018&regions=KIR%2CUSA&start_year=1990">responsible for 17.7 tonnes</a>. Despite this imbalance, the US has taken little responsibility for what is happening to Kiribati and other low-lying nations. We are hopeful this may change, given US President Joe Biden recently pledged to make his nation a leader in climate finance by supporting nations worst hit by climate change and with the least resources to cope. It’s also encouraging that <a href="https://www.congress.gov/bill/117th-congress/house-bill/2826">new laws have been proposed</a> to allow people displaced by climate change to live in America. We must work to slash emissions and devise solutions for the problems caused by the warming. <img src="https://images.theconversation.com/files/432571/original/file-20211118-13-1w1so2v.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="Sign saying that the highest point on Kiribati's main island is three metres above sea level" /> The highest point in Kiribati is 3 metres above sea level, with the average less than 2 metres. <a href="https://commons.wikimedia.org/wiki/File:As_an_extremely_low-lying_country,_surrounded_by_vast_oceans,_Kiribati_is_at_risk_from_the_negative_effects_of_climate_change,_such_as_sea-level_rise_and_storm_surges,_2011._Photo-_Erin_Magee_-_DFAT_(12426392094).jpg" class="source">Erin Magee, Wikimedia Commons</a>, <a href="http://creativecommons.org/licenses/by/4.0/" class="license">CC BY</a> International law must recognise climate displaced populations and create ways we can be rehoused. While other solutions such as <a href="https://www.theguardian.com/world/2020/aug/10/kiribatis-presidents-plans-to-raise-islands-in-fight-against-sea-level-rise">climate-proofing infrastructure</a> or even floating islands have been proposed for Kiribati, these cannot happen overnight and are very expensive. By contrast, labour mobility is fast and advantageous to the host country. Kiribati’s current government is working to increase skills and employability in our workforce. We are doing our part to get ready for the great dislocation. When I-Kiribati have to migrate, we want them to be able to do so as first class citizens with access to secure futures rather than as climate refugees. We are doing all we can to stay afloat in the years of ever angrier climate change. But it will take the global village to save our small village and keep alive our culture, language, heritage, spirits, land, waters and above all, our people.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;" src="https://counter.theconversation.com/content/172137/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/akka-rimon-1290725">Akka Rimon</a>, PhD Student, <a href="https://theconversation.com/institutions/australian-national-university-877">Australian National University</a> and <a href="https://theconversation.com/profiles/anote-tong-1292095">Anote Tong</a>, Distinguished Global Leader-in-Residence, <a href="https://theconversation.com/institutions/university-of-pennsylvania-1017">University of Pennsylvania</a> This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/the-seas-are-coming-for-us-in-kiribati-will-australia-rehome-us-172137">original article</a>. Image: Getty Images

Travel Trouble

Can selective breeding of ‘super kelp’ save our cold water reefs from hotter seas?

Australia’s vital kelp forests are disappearing in many areas as our waters warm and our climate changes. While we wait for rapid action to slash carbon emissions – including the United Nations climate talks now underway in Glasgow – we urgently need to buy time for these vital ecosystems. How? By ‘future-proofing’ our kelp forests to be more resilient and adaptable to changing ocean conditions. Our recent trials have shown selectively bred kelp with higher heat tolerance can be successfully replanted and used in restoration. This matters because these large seaweed species are the foundation of Australia’s <a href="https://theconversation.com/australias-other-reef-is-worth-more-than-10-billion-a-year-but-have-you-heard-of-it-45600">Great Southern Reef</a>, a vast but little-known <a href="https://www.abc.net.au/news/2020-05-19/great-southern-reef-needs-more-attention-scientists-say/12227998">temperate reef system</a> and a global hotspot of biodiversity. The reef’s kelp forests run along 8000 km of Australia’s southern coastline, from Geraldton in Western Australia to the Queensland border with New South Wales. These underwater forests support coastal food-webs and fisheries. Think of the famous mass-spawning of Australian Giant Cuttlefish off Whyalla, the rock lobster and abalone fisheries, or our iconic weedy and leafy seadragons. Unfortunately, these seas are hotspots in the literal sense, with the nation’s southeast and southwest waters <a href="https://link.springer.com/article/10.1007/s11160-013-9326-6">warming several times faster than the global average </a>and suffering from some of the <a href="https://theconversation.com/how-much-do-marine-heatwaves-cost-the-economic-losses-amount-to-billions-and-billions-of-dollars-170008">worst marine heatwaves recorded</a>. These increasing temperatures and other climate change impacts are devastating our kelp, including shrinking forests and permanent losses of golden kelp (Ecklonia radiata) on the <a href="https://www.abc.net.au/news/2021-08-22/tropical-fish-sea-urchins/100396162">east</a> and <a href="https://theconversation.com/a-marine-heatwave-has-wiped-out-a-swathe-of-was-undersea-kelp-forest-62042">west coasts</a>, and <a href="https://www.imas.utas.edu.au/news/news-items/satellite-images-track-decline-of-tasmanias-giant-kelp-forests">staggering declines</a> of the now-endangered giant kelp (Macrocystis pyrifera) forests in Tasmania. <a href="https://images.theconversation.com/files/429669/original/file-20211102-27-9dqafn.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/429669/original/file-20211102-27-9dqafn.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="Golden kelp forest" /></a> We need novel measures to buy time for climate action Australian researchers are leading the way to try to find ways of future-proofing our critical ocean ecosystems, such as kelp forests and <a href="https://theconversation.com/meet-the-super-corals-that-can-handle-acid-heat-and-suffocation-122637">coral reefs</a>. In part, that’s because climate change is hitting our ecosystems early and hard. Climate change is moving much faster than kelp species can adapt. In turn, that threatens all the species that rely on these forests, <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3810891/">including us</a>. If climate change wasn’t happening, we could try to halt or reverse the losses of kelp forests by using traditional restoration methods. But in a world getting hotter and hotter, that is futile in many cases. Even if we slash carbon emissions soon, decades more warming are <a href="https://www.nytimes.com/2021/08/09/climate/climate-change-report-ipcc-un.html">already locked in</a>. If we want to keep these forests of the sea alive, we must now consider cutting-edge methods to help kelp survive current and future ocean conditions while governments pursue the urgent goal of reducing emissions. <h2>How to future proof an underwater forest</h2> Together and separately, we’ve been exploring techniques to speed up the natural rate of evolution to boost kelp resilience. Along with other researchers, we’ve put several techniques to the test in the real world, with promising results. Others remain hypothetical. At present, there are <a href="https://www.frontiersin.org/articles/10.3389/fmars.2020.00237/full">several broad approaches</a> to future-proofing restoration work. These include: <ul> <li> Genetic rescue focuses on enhancing the genetic diversity of genetically compromised populations to boost their potential to adapt to future conditions. This involves planting and restoring a mix of kelp from <a href="https://besjournals.onlinelibrary.wiley.com/doi/full/10.1111/1365-2664.13707">disconnected populations</a> of the same species. Improved genetic diversity can boost the ability of these forests to respond to change. We expect this approach to be especially useful in areas where climate change poses a limited threat at present. </li> <li> Assisted gene flow strategies introduce naturally adapted or tolerant kelp individuals into threatened populations to increase their ability to survive specific threats, like hotter seas. This could help kelp forests in areas affected by climate change now or in the near future. In these situations, the genetic rescue technique could be counterproductive if the new genetic diversity introduced isn’t able to cope with the heat. </li> <li> Selective breeding is a well-known agricultural technique, and can be used to identify the best kelp to use in these cases. In short, we try to identify kelp with naturally higher tolerance, and then use these as the basis for restoration efforts. These can be transplanted into ailing kelp forests. <a href="https://www.abc.net.au/news/2021-10-13/kelp-forests-off-tasmania-regrowing-a-year-since-project-began/100532756">Trials are presently underway</a> in Tasmania using giant kelp. Early results are exciting, with the largest ‘super kelp’ growing over 12 metres high a year after being planted. </li> </ul> In the future, we may have to explore more cutting-edge strategies to deal with the changing conditions. These include: <ul> <li> Genetic manipulation. This technique extends what is possible with selective breeding by directly manipulating genes to enhance the traits or characteristics that might further boost kelp’s ability to thrive in hotter waters. </li> <li> Assisted expansion is when species with little chance of survival are relocated to better but novel locations, assuming these exist. This technique could also see new species of kelp being planted to replace existing species, guided by the need to protect the forest ecosystem as a whole, rather than save specific species. </li> </ul> <a href="https://images.theconversation.com/files/429674/original/file-20211102-13-1o4uuod.jpeg?ixlib=rb-1.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/429674/original/file-20211102-13-1o4uuod.jpeg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" alt="Scientist experimenting on kelp" /></a> <h2>Are these approaches ethical?</h2> Each of these techniques – tested or untested – pose challenging ethical questions. That’s because we are not undertaking traditional conservation, where we work to restore a historic kelp ecosystem. Instead, we are modifying these ecosystems in the hope they can better cope with conditions at the extremes of their current survival limits. That means we must move carefully, weighing potential downsides like genetic pollution and maladaptation (accidental poor adaptation to other stressors) against the probability of further kelp forest destruction from doing nothing. Such future-proofing interventions could be well suited to areas already hit hard by severe kelp forest losses, those that will be threatened in the near future, or where kelp losses would be particularly damaging environmentally, socially, or economically. What is certain is that communities that live and rely on our southern coasts must now talk about what they value from kelp forests, and how they want them to look and function into the future. Our view is that traditional approaches focused on recreating previous ecosystems are likely to be increasingly challenging, given the rate and scale of ongoing disruption in our oceans. It is crucial that we do not restore nostalgically for ocean conditions which are quickly changing, but instead, work to ensure the long-term survival of these spectacular underwater forests while we wait for rapid action to reduce carbon emissions.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important; text-shadow: none !important;" src="https://counter.theconversation.com/content/170271/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/cayne-layton-104355">Cayne Layton</a>, Postdoctoral fellow and lecturer, <a href="https://theconversation.com/institutions/university-of-tasmania-888">University of Tasmania</a> and <a href="https://theconversation.com/profiles/melinda-coleman-1285592">Melinda Coleman</a>, Principal Research Scientist This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/can-selective-breeding-of-super-kelp-save-our-cold-water-reefs-from-hotter-seas-170271">original article</a>. Image: Institute for Marine and Antarctic Studies

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