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Na Pali Catamaran

Na Pali Catamaran

Snorkel and sightseeing tours departing from hanalei bay, book your na pali coast adventure.

  • Clock 4 hours
  • Users 5+ years (Expecting Mothers Not Allowed)

Morning Sightseeing and Snorkeling Tour

We depart Hanalei Bay around 7:30 and return approximately 4 hours later at around 11:30. Snorkel equipment and floatation devices are provided, as well as a waterproof drybag.

Afternoon Sightseeing and Snorkeling Tour

This tour is also called our Photo Favorite tour due to the tremendous photo opportunities during this time of the day, with the Na Pali Coast facing west into the sunlight.

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ALOHA FROM THE NA PALI CATAMARAN CREW

Along the Northwest corner of Kauai lies 16 miles of rugged, inaccessible coastline, known as the Na Pali Coast, meaning “The Cliffs” or “Many Cliffs.”

The Na Pali is home to some of the world’s most famous tropical locations with over 6,175 acres of undeveloped paradise. Although there are a variety of ways to explore the Na Pali Coast, a boat tour departing from Hanalei Bay has been the preferred choice amongst our island’s visitors for decades. Join Hanalei’s #1 boat tour for the adventure of a lifetime to the most spectacular and dramatic coastline on earth!

Aboard our two identical 35′ motorized catamarans, you’ll find the perfect middle-ground between adventure and comfort! Our vessels are small enough to enter sea caves, while large enough to provide enough room to walk around freely even at full capacity. For your comfort, we have provided a spacious restroom, sunbrella shade, forward-facing seating, and a sturdy swim ladder.

Don’t miss this chance to join us, and come experience the “highlight of your trip” with Na Pali Catamaran!

EXPERIENCE THE MOST SPECTACULAR AND DRAMATIC COASTLINE ON EARTH!

Kauai has countless natural places of beauty to experience. Allow us to show you the most beautiful parts of some of the most spectacular and dramatic coastline on earth while maintaining comfort, safety, and adventure simultaneously.

Our 35′ aluminum power catamaran, Kamahele Kai II, is small enough to enter Na Pali’s famous sea caves, yet large enough to be comfortable. Unlike other tour boats that enter the sea caves, our vessel features a bathroom, shade, adequate seating, and room to walk around freely. Even at full capacity, it is not overcrowded.

5-Star Na Pali Coast Adventures

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The scenery was breathtaking and the crew was knowledgeable and fun. I recommend Na Pali Catamaran to everyone who loves land, sea and adventure. And the food ain’t bad either.

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The boat was super clean. The crew was fantastic and they made the tour fantastic! I would highly recommend you take the Na'Pali coast tour with these guys!!!

Na Pali Catamaran tours are a fantastic way to see the Na Pali coast. The boat tour offers views that are not available on the helicopter tours. We especially enjoyed the sea caves and getting to enter one of them. Our tour guides were knowledgeable and made the tour very entertaining. I highly recommend this tour.

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The best tour of the Na Pali I’ve ever had. Going into the caves was amazing. My seven year old son was so happy and had a great experience! Thank you all so much!!

We have toured the Na Pali coast several ways (top of Waimea Canyon, a sunset cruise from the west side, powered hang gliders when they were operating) and this experience outdid them all. Captain Lance and Crewman Miguel gave an astounding tour, complete with wildlife sitings, great history and information, and wonderful snorkeling with the turtles. We could tell Capt. Lance loves the sea and is very knowledgeable about ocean conditions. He was able to take us into three sea caves safely. We had a delightful afternoon. We highly recommend this activity for anyone visiting Kauai. Totally worth the time and money.

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CATAMARAN SNORKELING OAHU

Quick Details

  • Hour Glass Duration: 3 – 4 hours
  • Calendar Season: June – September

MORNING & AFTERNOON OAHU SNORKEL SAIL

Our Oahu snorkeling tours take you sailing along the laid back coast of the North Shore to the best snorkel spots in the clear tropical water near the famous Waimea Bay.

Our snorkeling groups are small and personal (16 passengers maximum on a boat that is licensed for 19). You get to enjoy a peaceful snorkel away from the crowds in beautiful clear tropical water with the guidance of professionals.

SNORKELING OAHU’S UNDERWATER PARADISE

Snorkeling Oahu’s North Shore is an adventure into an underwater paradise. The living reefs of Hawaii are host to hundreds of species of fish and other marine life. During our sail along the North Shore, we can observe sea turtles near the shore. We often encounter spinner dolphins as they come and escort our catamaran, surf the bow wave, and put on a great show as they cavort in the wake of our boat.

There is plenty of time for snorkeling and swimming once we arrive at our location. The snorkeling spots are home to sea turtles, and it is easy to come eye to eye with them while in the water. After exploring the underwater scenery, come back aboard the Ho’o Nanea for a delicious deli lunch and a cold drink.

We have all the snorkel equipment you need on board. If you have your own, you are welcome to bring it. Towels are not included on this trip. Please make sure to bring your own towels.

We have a few GoPro units available for rental, with up to 40 minutes of video recording per each snorkel tour. They are $65 each to rent and are on a “first come, first rents” availability. If you would like to rent one, please let the crew know upon check-in.

RELATED CHARTERS

  • Most Popular!
  • Hour Glass 2 – 2.5 hours
  • Calendar December – May

WHALE WATCHING OAHU NORTH SHORE

The Ho’o Nanea is the perfect boat for whale watching. It is just the right size to keep you close to the ocean, but big enough to be a safe and stable viewing platform.

  • Hour Glass 2 hours
  • Calendar June - April

CATAMARAN SUNSET CRUISE OAHU

North Shore sunsets are the best, and there is no better place to watch them than from the deck of the Ho’o Nanea. From December – April, join us for a Sunset Whale Watching cruise.

  • Hour Glass 1.5 hours
  • Calendar October – December

OCEAN SEAFARI OAHU

As we switch seasons with the weather and months, we invite you on board the Ho’oNanea to leave behind the land and set sail on the open ocean.

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North Sea Charter Yacht

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NORTH SEA YACHT CHARTER

63.78m  /  209'3   bulyard   1962 / 2015.

  • Previous Yacht

Cabin Configuration

  • 6 Double/Twin

Special Features:

  • Served as a Spy Ship during the Cold War
  • Styled with Rare Mahogany, Cherrywood & Cedar Woods
  • Louis Majorelle “Monnaie-du-Pape”-inspired Banister on Central Staircase
  • Features a “Suite Armateur,” two “Suites & four “Prestige” cabins
  • Traditional Steering Gear Control & Chadburn in Pilot House
Relaunched in 2015 after 7-year reconversion, superyacht 'La Sultana' perfectly blends modern amenities with a timeless Gentleman style.

The 63.78m/209'3" classic yacht 'North Sea' by shipyard Bulyard offers flexible accommodation for up to 12 guests in 7 cabins.

Iconic yacht North Sea cuts a fine figure in the water, showcasing elegant lines and an array of spacious living areas, this yacht is sure to turn heads wherever she goes.

Guest Accommodation

Built in 1962, North Sea offers guest accommodation for up to 12 guests in 7 suites comprising a master suite and six cabins that can operate as twins or doubles. She is also capable of carrying up to 17 crew onboard to ensure a relaxed luxury yacht charter experience.

Onboard Comfort & Entertainment

On your charter, you'll find plenty to keep you busy and entertained such as the pool, useful to practice your technique or just cool off. Make your day truly exceptional at the beach club.

Whatever your activities on your charter, you'll find some impressive features are seamlessly integrated to help you such as Wi-Fi connectivity, allowing you to stay connected at all times, should you wish. You can stay comfortable on board whatever the weather, with air conditioning during your charter.

Performance & Range

Built with a steel hull and aluminium superstructure, she offers greater on-board space and is more stable when at anchor thanks to her full-displacement hull. Powered by 1 x Mitsubishi engines, she comfortably cruises at 11 knots, reaches a maximum speed of 13 knots with a range of up to 8,000 nautical miles from her 46,000 litre fuel tanks at 10 knots.

When not cruising North Sea has onboard an incredible selection of water toys and accessories for you and your guests to connect with the waters around you. Take to the sea on the Jet Skis offering you power and control on the water. In addition there is a waterski that are hugely entertaining whether you are a beginner or a seasoned pro. Extreme sports fans will appreciate the included Kite Surfers. If that isn't enough North Sea also features wakeboards, kayaks, WindSurfers, scuba diving equipment, bikes. North Sea features two tenders, but leading the pack is a 7.7m/25'3" Nantucket Tender to transport you in style.

This ocean-going luxury charter classic yacht carries up to 17 professional crew who will cater to your every need.

TESTIMONIALS

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North Sea Photos

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Amenities & Entertainment

For your relaxation and entertainment North Sea has the following facilities, for more details please speak to your yacht charter broker.

North Sea is reported to be available to Charter with the following recreation facilities:

  • 2 x 7.7m  /  25'3 Nantucket Tender (Limited Edition ‘Sellerie By Lancel')
  • 1 x Xpro Rigid Tender

For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

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For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

'North Sea' Charter Rates & Destinations

Please contact your charter broker for a quote or check availability .

Charter North Sea

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nr 25. Night Sailing North Sea to Shetland islands

  • November 8, 2021

Our next adventure was to make the crossing from Norway to the UK! Because we plan to sail coming months through Scotland and England, that required 2 days non-stop sailing including 2 nights from Norway over the North Sea.

To prepare this trip we took the following 5 steps:

  • Pick the shortest crossingdistance from Norway to the UK, it turned out that the closest starting point in Norway for us would be the port of Honningsvåg (above Bergen) and then sailing to the Shetland islands (port of Lerwick). That would be take around 40-46 hours of sailing.
  • Pick a good weather period where there would be at least 3 days of calm weather on the North Sea. By calm weather we mean max 20-25 knots, from direction east, north or south, but not west. Because we are sailing west and headwind would slow us down and make the trip very choppy.
  • Prepare the boat for non-stop sailing : having enough diesel for the hours we could not benefit from wind, make sure the dinghy and all ‘loose’ items on the boat were tied up, checking if all lights during the night work (lights on the deck, in the mast, etc)
  • Plan our route in detail , check for instance the area in the North Sea with oildrillplatforms, check where the shipping lanes from Scotland to other countries are located exactly, making sure the radar in our navigationsystem works for nightsailing, etc
  • Prepare ourselves for max 48 hours of sailing : prepare good salty food for during the night, make a schedule for night watch for the 2 of us, life jackets ready, letting family and friends know the moment of departure and the route, emergency numbers for coast guards available, announcing our arrival by mail to the UK Border Force Control, etc.

On Wednesday 3 Nov at 17.00h we left for the North Sea Crossing! We prefer to arrive by daylight and since it would take maximum 48 hours, it would be wise to leave just before dark, because then we would arrive Friday 5 Nov before dark at the Shetland islands. After we started sailing from Norway, it became dark quickly. And by dark we mean very dark 😊. Because there was no moon, it really was pitch-black on the North Sea. You now have to rely 100% on your instruments on the boat, because you are sailing blindfolded….Lucky for us, the first night the Northern light came out. This was the 3rd time we have seen Northern light, and it was extra welcome this time! For a few hours during the night, we could at least see a little bit the sea and waves around us.

At daylight 8.00h on Thursday, after 14 hours of sailing in the dark, the sun rose, it became warmer and we would have 10 hours of daylight now! Unfortunately the wind made the seawaters very choppy, so both Gilles and I slept only 1 hour each during the night watch. But the sunshine and open sea view gave us new energy. We hardly saw any other boats, which made it relaxed to sail and the oildrillplatforms were interesting to see, around 15 platforms we passed at a distance.

The weather sometimes changed into rain and that showed beautiful rainbows in the sky. At 17.00h the second night would start, another 14 hours of sailing in the dark. Again the wind was not beneficial to us, it came from the northwest direction, so another bumpy ride with only 1 hour of sleep each. But the Top 100 Disco songs played on our iPad helped us through the night, singing out loud to stay awake while staring into the dark searching for boatlights. Favorite song: ‘Never too much’ by Luther Vandross !

At 10.00h on Friday 5 Nov we saw the coastline of the Shetland islands! Wonderful to see the mountains there and fishing boats sailing out from the Shetlands with their drag-nets behind their ships. At 13.00h we arrived at the port of Lerwick, there was plenty of space in the Albert Dock and a taxidriver on the pier kindly greets us (‘Hello there love, let me help you’. He really sounded like Sean Connery :). We were so happy: Welcome to Scotland!

We were very proud of making this journey the two of us: although it was exciting with the long nights and choppy seawaters, it was never dangerous, we were always in control and talked about our next steps during the way. It has been a valuable experience!

Coming days we are going to explore the Shetland islands where there is also some Dutch Seamen history! And coming months we hope to further enjoy Scotland, sailing through the Caledonian Canal, see Loch Ness, visiting Isle of Man and sail further south into England!

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Trapped upside down in the North Sea

Tom Cunliffe

  • Tom Cunliffe
  • October 8, 2021

Upside down in a small catamaran in A North Sea Storm, John Passmore distracted himself by focussing on the story. Tom Cunliffe introduces this extract from Old Man Sailing

north sea catamaran

John Passmore is a man unafraid to move with the times. A professional journalist with a distinguished newspaper career, he now hosts a powerful online presence in the guise of his channel oldmansailing.com . The quote at the beginning of his recent book also under the name Old man sailing  is from Søren Kirkegaard and it sums up his attitude. ‘Life can only be understood backwards, but it must be lived forwards’.

When Covid lockdown hit, instead of hunkering down in his office, John, now in his 70s, got on his boat and went to sea. Forty-two days and 3,629 miles later, he was on national radio advising the rest of us about how to live the dream.

In this extract from Old Man Sailing , John re-lives the capsize of an earlier boat as he shares a unique description of what goes through a thinking man’s mind while perched on the bottom – or is it the top? – of his inverted Heavenly Twins catamaran, Lottie Warren , in a North Sea storm. The book is a great read from a professional storyteller who always sees the funny side, even when laughs must have been hard to find.

Old man sailing

north sea catamaran

Meanwhile, the little boat continued to track dead straight downwind. I engaged the autopilot, and she continued to thunder along.

I got out the camera and took pictures. Then the boat gave a lurch, flinging me from one side to the other so that I landed painfully on top of the lumpy EPIRB mounted on the starboard bulkhead. I carried on taking pictures, although, I did wonder why the flash kept going off?

But it wasn’t the flash going off. It was the strobe light on the EPIRB – which meant that the EPIRB was switched on. I must have activated it when I sat on it. Now it was firing off distress messages. When this happens by accident, you are not supposed to switch it off – that just confuses everyone. On the other hand, if I didn’t switch it off now, they would launch a full-scale search and rescue operation. I don’t think I could have lived with the embarrassment. I switched it off.

It was too late. At home in Woodbridge, Tamsin received a call from Falmouth Coast­guard. They had received one ‘ping’, they said – but then, nothing. They wanted to know if she had heard from me. In the end, they said they would treat it as a false alarm. If it happened again, they would act.

Of course, I didn’t know any of this. Certainly, I didn’t need rescuing. The little boat was flying dead straight downwind in brilliant sunshine with excellent visibility. And so the storm raged and Lottie Warren rattled on in the direction of Bergen or Tromsø or somewhere and I slept and woke, and slept and woke again until I woke to the sensation of going up in a high-speed lift. The first thing I saw when I opened my eyes was the fruit bowl tipping over, spilling apples and oranges across the table.

Out loud, I said, matter-of-factly: ‘She’s going over.’ And she was. The whole cabin rotated – quite slowly, it seemed – and I found myself on the deckhead. Water squirted in around the door, all sorts of loose objects were floating about, sloshing back and forth as the now stationary boat bobbed quietly upside down.

If she had been a monohull, she would have righted herself, the weight of the keel pulling her up, but Lottie Warren was completely stable upside down. This boat would stay upside down indefinitely.

The first thing to do was to activate the EPIRB. I opened the doors. Hardly any more water came in. I plucked the beacon from its bracket. It was flashing already – activated automatically. I brought it back inside. Now it would have to go in the water, floating alongside the boat with a clear view of the satellites. I tied the tether to the freshwater galley pump and pushed the rest out of the window.

Now what? The boat would not sink – that was the theory. She had buoyancy chambers fore and aft – as well as all the air trapped inside. Of course, everything had fallen to the deckhead, including all the clothes stowed in the lockers under the bunk. Multihull sailors don’t need to secure their lockers against a knockdown or a capsize. Once the boat is upside down, stuff falling out of lockers is the least of your worries.

Where’s the liferaft?

I found the dinghy floating in its bag, but the liferaft? No. It did occur to me that the hatch was hanging open. Was it possible that the liferaft had dropped out? Surely not, they’re designed to float, even before you pull the lanyard to inflate them.

After a bit, I gave up looking. For one thing, my eyes were stinging every time I put my head underwater. That must be the battery acid leaking. Nothing to do but wait, I suppose.

Wedging myself mostly out of the water on what used to be the top of the wardrobe locker, I wondered if anyone was on the way to rescue me. Was someone in the Coastguard centre at Falmouth at that very moment saying: “Distress Message from Lottie Warren ? No, don’t worry about that one. That’s a false alarm. We had that a couple of hours ago.”

north sea catamaran

John Passmore, the ‘Old Man Sailing’

Meanwhile, was there anything I could do to help myself? If there was, I couldn’t think of it. Instead, I reached out for an apple floating past and bit into it. It turned out to be an orange. I can’t tell you how long I stayed like that.

The water sloshing back and forth taking with it plastic cups, a bottle of ketchup, my sunhat. I wouldn’t need that…

Honestly, you would think, in such a predicament, I would consider doing something proactive. Instead of which I think I just became more and more philosophical about what was going to happen to me: maybe someone was on the way to rescue me, maybe they weren’t. Either way, there was not much I could do about it.

This might have been the beginning of muddled thinking. With a flash of recognition, I realised what was happening: The water was creeping up my chest as the boat settled and forced out the air. Meanwhile, I was using up what air I did have. One way and another, if l wasn’t thinking straight now, nothing was going to become clearer by waiting. It was time to get out.

I dived down into the water, found the hatch, through that into the bright, sunlit underwater world below and then, without any apparent effort, found myself at the stern, looking at the name I had so laboriously stuck on back in Chichester. It was upside down. Putting both hands on the underside of the bridgedeck (what had been the underside), I pushed myself up as if getting out of a swimming pool and suddenly I was out of the water and standing up holding onto the stub keel. I had lost my beautiful boots.

It was a different world standing on the bottom of the boat: a brilliant sky and the sea, that deep blue that you get only from an ocean in bright sunshine. And white, of course: white from the breaking waves all around and the long streaks of blown spume. There was a good deal of water in the air as well, flying off the breakers and hitting me in the face like hailstones. I didn’t mind. It felt warm, and this really was the most fantastic scene.

Then a wave broke over the boat and washed my feet from under me. Without boots, my socks slipped on the smooth gelcoat like fried eggs in a pan. This left me horizontal in the water, holding onto the keel while the wave washed over me.

The water drained away, and I stood up. The keel was about the height of the back of a dining chair. I must say I felt very safe up there – the bridgedeck was bounded on both sides by the hulls like a big playpen.

Then another wave came along. In fact, at regular intervals, a succession of waves came along. Each one washed me off my feet and then drained away over the bow, and I stood up again. All I had to do was keep getting up. I could see the tiny yellow EPIRB, its strobe light flashing impotently in the sun. Presumably, it was sending out its coded distress message to the satellite – and then down again to the coastguard station at Falmouth.

And what were they doing about it? Launching a full-scale rescue? Dismissing it as another false alarm?

Crying wolf

How long I stood there on the bottom of the boat in the middle of the storm, getting knocked down and getting up again, I have no idea, but eventually I realised I could not stand there forever. I would get tired. Eventually, when a wave came and washed my feet from under me I would let go of the keel. Then I would disappear over the bow as quickly as a child’s sandal off a Cornish rock when the tide comes in.

And that would be the end of me. The chances of swimming back to the boat would be very slim.

I was not wearing a lifejacket, but even if I had been, that would just have prolonged things for an hour or two.

Every survival manual I’d read said that in a situation like this, the most powerful tool is your mind. What you think about is what you get. If I was going to dwell on drowning, then the likelihood was that I would, indeed, drown. So I had to think about not drowning – not dying. After all, I had a family at home. Besides, if I got back in time, I would be there for the church fete.

So under my breath, to myself, so I’d not be embarrassed by anyone overhearing, I said: “I will not die.”

I gave it some emphasis, put an exclamation mark on the end. I lifted up my head and shouted it. This felt good. It gave me strength in my hands, which was just as well because another wave came along and, sure enough, I hung on until it drained away over the bow and I stood up and shook the water out of my eyes and shouted at the sky: “I WILL NOT DIE!”

And somewhere in the middle of all the drama a small voice crept in and said: “This is bloody good copy!”

Awaiting rescue

The day wore on. The waves kept coming, the wind kept blowing, and I kept picking myself up and shouting again.

Until something made me turn round: I don’t know what it was – just a presence, maybe, but there, hanging in the sky above my head was a beautiful big helicopter.

I would be saved! I would not have to hold onto this keel any more…

north sea catamaran

The moment Passmore is plucked from his upturned hull by a rescue helicopter crewman

Except, the helicopter stayed where it was – just hovering in the same place. What was it playing at? I mean, they had come all this way to get me. Surely they would want to finish the job and go home for tea.

“Come on, what are you waiting for?” And still, it hung in the sky.

It was only later that the pilot told me that the waves were higher than the length of the helicopter’s rescue cable. If he flew low enough to reach me, the next wave might come along and swamp him. He had to wait for a calm spell and then nip in and out quick.

I decided there wasn’t a helicopter at all. Extreme stress and the mind-­altering effects of exposure had caused my brain to play tricks on me. I wasn’t going to be rescued. The EPIRB wasn’t working, Falmouth Coastguard had put the whole thing down to malfunctioning microchips. I was going to stay on the bottom of my upturned boat until ‘my hands can’t feel to grip; my toes too numb to step’ (who said that? Bob Dylan?) Yes, that was it, I was definitely hallucinating…

And then a small black blob appeared below the helicopter. It dropped fast and became the shape of a man on a wire, dressed all in fluorescent orange. He swooped down like a big bird, splashed into the sea next to me, whooshed up again and then down, falling across the hull. I grabbed him by the legs. “‘OK?”

I couldn’t hear a word he said. I nodded vigorously. He put a strop over my head and pulled it under my arms, and we were off. I looked down, and already the sea was far below, another wave sloshing over Lottie Warren.

And then everything went warm and dark and I didn’t have to worry any more.

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Giant Catamaran ‘Pieter Schelte’ to Carry Worn Out North Sea Platforms Ashore

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Illustration of Pieter Schelte. Image courtesy Allseas

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LONDON, Oct 11 (Reuters) – A giant catamaran strong enough to lift four Eiffel Towers will set off from a South Korean shipyard next year with the task of decommissioning North Sea oil rigs – a $3 billion bet that bringing derelict platforms ashore can be a profitable business.

Since the 1970s, 500 oil rigs and 45,000 km of pipelines have been installed in the North Sea to tap reserves that have fed Britain and Norway. But ageing infrastructure and dwindling productivity mean some of the fields are no longer profitable.

Oil companies have considered turning redundant rigs into casinos or hotels but most are destined for dismantling to prevent environmental damage from rust or leaks. Oil services companies are developing equipment for a decommissioning market that Deloitte estimates could be worth $50 billion over the next 30 years. The question nagging the firms is one of timing.

Pieter Schelte under construction at HHI. Image (c) Allseas

New technology is enabling oil companies to squeeze more out of ageing fields, continually pushing back the date of decommissioning. Contractors do not want to miss out on the work when it comes, but many are also struggling to pull together skills and equipment that require serious investment. Getting the timing wrong could be costly.

Edward Heerema, chief executive of engineering group Allseas, is hoping the Pieter Schelte, the 382-metre-long, 124-metre-wide catamaran he commissioned and named after his father, will capture a large part of the business.

“This is the biggest bet of my career,” said Heerema.

“It’s very difficult to show that it’s really going to be extremely profitable,” he added.

The concept of the boat is 25 years old, according to Heerema. But only now has a pipeline of work coincided with his company having the financial muscle to build the ship.

A video on the company’s website shows a digital mock-up of the boat, resembling two oil tankers joined together, in action.

The ship sails up to the oil rig guiding the steel platform above the water between its two hulls. Hydraulic clamps stick to the under part of the platform which is then lifted with seeming effortlessness in one quick movement and carried to shore.

Named after Pieter Schelte Heerema, an oil engineer whose vessel designs have been installing offshore rigs for decades and whose sons still dominate North Sea muscle-ships, the ship can lift up to 48,000 tonnes, more than quadrupling the current top capacity.

The vessel caused controversy in 2008. Heerema was a member of the Nazi Waffen SS during the Second World War and was jailed briefly as a collaborator by a Dutch court. Jewish groups complained when they learnt the name.

The Pieter Schelte has already been signed up to remove platforms from Shell’s Brent North Sea field, beginning with Brent Delta in 2015 or 2016.

The ship’s size and stability give it an advantage in the rough weather of the North Sea where many fields are nearing the end of their life. But over the ship’s lifetime decommissioning projects could take it to the Gulf of Mexico, South East Asia and on to Brazil and West Africa.

The decommissioning market involves everything from shutting down the field, closing the wells, removing the steel and disposing of or recycling it. Design for lifting vessels has changed little since the 1970s and only a handful of ships do most of the work.

“I don’t see the Schelte being anything other than a one off, but by taking the risk they’ve cornered the market in advance,” David Thomas, analyst at Credit Suisse, said.

With oil companies delaying dismantling and shutting operations as long as production remains viable, there are uncertainties. Improving technology and fluctuating oil prices are influencing factors.

“As I tell my boss I’m not the Grim Reaper, I’m here to do a job but I’m not hovering to get it done any quicker than is appropriate,” said Austin Hand, project director for the decommissioning of the Brent field at Shell, whose North Sea fields produce over 12 percent of UK oil and gas.

Decommissioning is a dead cost to oil companies involving complicated procedures which come with environmental risk, particularly because when the platforms were installed there was little thought as to how they would be taken away.

“It’s easy to look at the number of installations in the North Sea and think it’s bonanza time for oil services, but it’s incumbent on the industry to try and push back the decommissioning date as long as possible and to maximize recoveries,” Thomas said.

This has meant many service companies have taken a more conservative approach than Allseas, but nonetheless do not want to miss out.

Alan Johnstone, Europe Brownfield Director at British engineer Amec, said decommissioning has been a small market in the North Sea but predicts this is about to change.

The company is developing analysis of the integrity of oil installations to predict how they will react when lifted and dismantled.

“The decommissioning is becoming a more consistent pipeline than it’s ever been before,” Johnstone said. “The size of the prize here is significant,” he said.

Oil firms are eager for services and technology able to reduce time and cost of the process, an opportunity for innovators. Norwegian equipment maker HydraWell, for example, developed a system able to cut the time to plug and abandon a well, major part of the decommissioning process, by 70 percent.

The UK government has stepped in to help oil companies fund decommissioning with tax relief worth about 20 billion pounds over the next 30 years, a global first according to British Chancellor George Osborne. The scheme is meant to free up capital kept aside for decommissioning, to go into fresh exploration and further production.

One result might be to delay decommissioning even further, with oil firms using the money to chase barrels in ageing fields with new technology and replacing equipment.

“From the supply chain side there appears to be more appetite to extend the field life, with that certainty of the decommissioning deed freeing up capital,” Johnstone said.

© 2013 Thomson Reuters. All rights reserved.

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Catamaran Sailing In Ice! (Antarctica, Patagonia, and Beyond)

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The first double-hulled sailing boat was built in 1662, but these fantastic boats only became widespread in the 19th century. Today catamarans are some of the most popular and successful boats available. These boats are highly versatile and used for racing, cruises, and ferries, but how do they handle rougher waters, such as those with ice?

Catamarans can sail in ice (to Antarctica, Alaska etc); however, not all cats are built the same. Catamarans with metal hulls are much more suited for high latitude sailing. Cats constructed from fibreglass or reinforced plastic must be cautious and stay clear of high-risk areas.

In this article, I will discuss whether you can sail a catamaran to Alaska and Antarctica, if metal boats are better suited for dealing with sea ice than composite boats and how far north you can sail with a fiberglass catamaran.

Table of Contents

Can You Sail a Catamaran to Alaska?

Catamarans are some of the safest boats you get, and cruiser catamarans are even capable of circumnavigation .

Catamarans can sail to Alaska. Cruiser catamarans are most recommended for this type of travel due to their sturdy construction and superior handling. Cruiser cats should be equipped with twin diesel engines to provide the necessary power needed for high latitude sailing.

Sailing to Alaska can be a memorable adventure, but you must take precautions.

If you plan to travel to Utqiagvik , located in the northernmost parts of Alaska, you have to be prepared for the continental climate. With a high latitude of 71°, the waters can be dangerous to traverse if your boat is not equipped to handle it. 

When planning a sailing trip to the arctic ocean, you need to consider the seasons. During the winter, the northernmost part of Alaska experiences a polar night which consists of 65 days of night.

Sailing in complete darkness can be dangerous. Glacier ice is tough, and if you are not adequately prepared, it can crack and break your hull.

Can a Catamaran Sail to Antarctica (Composite Boat)?

Antarctica is a beautiful continent and the fifth largest globally, but it has no permanent residents despite its beauty and size. It is situated south of the Antarctic Circle and has a latitude of 90° South and a longitude of 0° East.

Composite cruiser catamarans can sail to Antarctica. Their construction is strong, sturdy, and powerful. However, the two hulls will need to be reinforced with stainless steel or kevlar sheaths for protection against glacial ice. A metal hull catamaran is recommended for a voyage to Antarctica.

A journey to Antarctica might be the most rewarding but challenging adventure you will ever embark on.

Antarctica is surrounded by the Southern Ocean and is almost completely covered in snow. Because of these extreme conditions, it has no permanent inhabitants, the only people living there are research teams, and even they don’t stay throughout the entire year.

During the winter, Antarctica can get as cold as – 81 °F (-62 °C) and is the driest and windiest continent globally.

Sailing Your Catamaran to Antarctica

I suggest planning your journey years ahead of time to ensure that your boat is ready and that you have all the necessary equipment and skills you may need. Whether you take a transatlantic or transpacific route, you will have to take everything you need with you as there won’t be anywhere to stop once you have reached the arctic or southern ocean. 

If your boat breaks and needs to be repaired, you will have to be able to fix it yourself as there aren’t going to be any marine mechanics out there to help you.

Preparing Your Catamaran

Preparing your composite boat before taking off for Antarctica is one of the most important things you can do. It is a long journey, and as you get closer to your destination, you need to be prepared for extreme weather and glacial ice.

  • Your hull needs to be strong enough to take the impact of glacial ice. Fibreglass and reinforced plastic are strong and durable but might not be strong enough for an arctic adventure. To ensure that your hull stays in one piece, you should fit it with a stainless steel or kevlar sheath. A fibreglass hull without reinforcement can lead to devastating consequences.
  • Make sure that your catamaran is equipped with two diesel engines. A voyage to Antarctica requires a big boat with a lot of power to navigate the unpredictable climate and icy water, so it must be strong enough to produce the necessary horsepower and having two is important if one were to break down. It is best to avoid high-risk areas, but this isn’t always possible if you are sailing along the coast where strong winds cause cyclonic storms.
  • Always have spare propeller blades. Hitting a glacier can cause your propeller to break . Make sure to use stainless steel blades and know how to fit them.
  • Service your engine before setting off on a high latitude sailing adventure. Make sure to install all new parts and filters.
  • Check your battery. If it is old, consider buying a new one.
  • Check your gearbox and replace the oil. Always keep some extra oil at hand on a long voyage.
  • Make sure you have enough diesel to make it to your destination and back. You can take extra diesel with you in a storage tank. Ensure that your storage tanks are secure as you do not want any spills, which can easily happen in rough waters.
  • You should have a strong anchor and chain. When katabatic winds hit, you want to be able to secure your boat, so an anchor is a necessity. Also, make sure to have a spare anchor and lots of chain and rope as it is possible for you to lose an anchor in rough conditions.
  • Make sure your escape hatches are in good working condition. Catamarans are stable, and if you are careful and make sure your boat is in good condition for ocean and sea ice sailing, you should be just fine. There is always the slight possibility of capsizing any boat though, and if this happens, you do not want to be stuck because you forgot to check your escape hatches.

Why Metal Boats Are Better Suited Than Composite Boats

Boats come in a variety of different shapes and sizes. From small canoes to speed boats and yachts, they all have their own purpose. Boats are also made from different materials; some are made from plastic, while others are made from fibreglass, carbon fibre, or metal.

When racing, you want a lightweight boat with excellent handling. Fibreglass or carbon fibre will be your best option to get the desired results, but metal is the best option for sailing in ice.

Fibreglass catamarans can sail in ice, but you must be extra cautious. Fibreglass is an excellent material for boats but can crack if you hit glacial ice or have to do a grounding on rough terrain.

Metal is a much stronger material than fibreglass or plastic and will be able to withstand the treacherous arctic water and ice with less difficulty. If you hit glacial ice with a metal hull, it might dent but shouldn’t crack or break.

It will take a lot of force to actually break a metal hull, which is the assurance you need when sailing to the most remote part of the world. Weather conditions in the arctic are horrendous, and you will be fighting the cold, dry air; you don’t need a catastrophe like a leak in your hull on top of that.

Metal hulls can also handle a rough grounding at high speed much better. The hull might scratch and dent, but it will take a lot to break, so if you find yourself in a situation where you have to ground your boat, you can feel much more “at ease doing” so with a metal hull.

Ice isn’t the only thing you have to worry about, although it should be your primary concern. You may encounter cyclonic storms when sailing along Antarctica’s coastal areas such as the Antarctic Peninsula , Wilke Land, and Ross Island.

Cyclonic storms bring high-speed winds and can displace sea ice. You do not want to be caught in one of these storms, especially not a boat that is ill-equipped to handle it.

Regardless of which material your boat is constructed from, it is always safer to stay out of high-risk areas and be sure to have an escape route planned out.

How Far North Can You Sail a Catamaran (Fibreglass Hull)?

Sailing north in a fibreglass catamaran can be dangerous. The Arctic ocean is full of sea ice, and sailing at such high latitudes challenges even the most experienced sailors.

Alaska or Iceland is the farthest north you should go with a fibreglass catamaran. There will still be sea ice, and you will have to be careful not to hit any hard pieces, or you might crack your hull. But much less than further north.

The North Pole is one of the most dangerous places to sail and should not be attempted.

If you want to sail north with a fibreglass hull Catamaran, you can consider visiting places like The Faroe Islands and Baffin Islands. It will still be high latitude sailing but safer than heading out to Alaska.

It is possible to explore the ocean around Alaska in a Fibreglass hull catamaran, but you should reinforce your hull in case of an unexpected grounding or hitting glacial ice as mentioned above.

If you want to explore further north, you should only attempt it with a metal hull boat. It is still dangerous but possible for an experienced sailor. 

With the right boat and enough experience, you can sail to The Northwest Passage, which is considered one of the most treacherous sailing voyagers. You can also attempt sailing to Kaffeklubben Island , a small island off the tip of Greenland.

Kaffeklubben island does not have any residents and is the most northerly landmass ever discovered. The island has a high latitude of 83° and should only be attempted to reach by the most capable sailors.

Personal Safety on an Arctic Voyage

When taking on the Arctic Ocean or Sailing to the South Pole, you need to ensure that your boat is equipped with all the necessary safety equipment you might need. You have to take care of your own health and your crew. If any of you get sick or injured, you might not be able to get the help you need in time.

Essential Safety Equipment

  • Marine magnetic compass. Getting lost in rough waters or sea ice is not a good idea, and you have to be able to find your way quickly. You can get something like a TurnOnSport Boat Compass from Amazon, which features an incandescent light to help you navigate at night. Always ensure that you have an extra compass stored on your body. 
  • Flashlights and headlights. Your boat should be equipped with the necessary lighting, but travelling in high latitude can mean days of darkness. Make sure to have extra flashlights and headlights on hand.
  • Marine radio. Ensure that you have more than one way to contact emergency services if necessary. A cell phone is useful but might not have a signal, make sure you have a VHF radio and two-way radios.
  • Fire Extinguisher. You might not think that a fire can break out on a boat in the middle of the ocean, but it is possible. Always make sure you have fully serviced fire extinguishers on board.
  • Lifejackets, liferafts, and flotation devices. Each crew member needs their own lifejacket, and there should be enough life rafts on the boat for the entire crew. You also need flotation devices on board, such as a cushion or ring buoy.
  • Medical kit. Nobody wants to get sick or injured, but it happens. Make sure you have a fully stocked medical kit to take care of any unplanned injuries.
  • Drinking water and food. It might seem obvious but make sure you have enough clean drinking water. You should have drinking water tanks and a dry place to store your food.

These are a few of the most important things, but there are many items you need on an arctic trip. You should always have a knife on you, sunscreen to protect you against the dangerous rays, and warm clothes. You should also have some oars and paddles as well as buckets and ice-poles on board.

Final Thoughts

Sailing in sea ice with a catamaran can be exciting, but it is also extremely dangerous. You should always have all the necessary safety equipment on your boat and navigate the water carefully.

Metal hulls are much stronger than composite hulls and will better withstand glacial ice, rough groundings, and cyclonic storms. That does not mean that you cannot sail in ice with a composite boat, but you will have to take the proper precautions and stay clear of high-risk areas.

  • Wikipedia: Alaska
  • SCIENCING: What Is a High Latitude?
  • Yachting: Lagoon Power 43
  • Wikipedia: Catamaran
  • Yachting World: Sailing to high latitudes: Everything you need to know before you set sail
  • THE wayward HOME: 5 Best Sailing Catamarans for Sailing Around the World
  • CPS Coordinates: Alaska Latitude
  • National Park Service: High-latitude Climate Change
  • Wikipedia: Antarctica
  • Lisbdnet: what does high latitude mean
  • Maps of the world: Antarctica Latitude and Longitude Map
  • National Geographic: Antarctica
  • Wikipedia: Cyclone
  • Wikipedia: Great Arctic Cyclone of 2012
  • National Snow & Ice Data Center: A summer storm in the Arctic
  • National Ocean Service: What is latitude?
  • YACHTING MONTHLY: Sailing in the Arctic: how to cruise to the far north
  • World Sailing: OFFSHORE SPECIAL REGULATIONS
  • AMERICAN MUSEUM OF NATURAL HISTORY: Katabatic Winds
  • Wikipedia: Katabatic wind
  • Wikipedia: Kaffeklubben Island
  • Merriam-Webster: catamaran
  • World Atlas: What Is Circumnavigation?
  • THE GREAT STATE of ALASKA: Official Alaska State Website
  • ALASKA: UTQIAGVIK (BARROW)
  • Off the Map TRAVEL: What is the polar night?
  • USGS: Is glacier ice a type of rock?
  • Merriem-Webster: fiberglass
  • Merriem-Webster: transatlantic
  • Merriam-Webster: transpacific
  • Britannica: stainless steel
  • Science Direct: Kevlar
  • Quora: What is a cyclonic storm?
  • Britannica: Antarctic Peninsula
  • National Geographic: North Pole
  • Britannica: Kaffeklubben Island

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

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Tourist reminder

Briefly about the most important thing. The largest transport hubs, useful phone numbers and contacts of tourist centers — everything to make your trip to the Murmansk region go perfectly.

Most of the Murmansk Region lies beyond the Arctic Circle. The territory occupies three peninsulas - Kola, Rybachy and Sredny, washed by the Barents and White Seas. It also includes a number of islands: Ainovsky, Seven, Veliky and Kildin.

geo

The region borders Finland and Norway in the west, Karelia in the south, and the Arkhangelsk Region across the White Sea.

The territory of the Murmansk Region belongs to the regions of the Far North. Snow cover lies from mid-October to mid-May (in mountainous areas from late September to mid-June).

climate

The average annual temperature in summer is from +8C to +14C, in winter — from -8C to -13C. In summer, frosts, snowfalls, and heavy rains are possible. The climate of different areas is different. So, in the south it is moderately marine, and in the north it is subarctic, thanks to the warm influence of the Gulf Stream. Strong winds are frequent on the seashore and mountain plateaus.

In winter, the polar night is characteristic (from November 29 to January 15), in summer - the polar day (from May 21 to July 22.)

The Murmansk region lives in the UTC+3 time zone. The time coincides with Moscow time.

Flight time

The flight time from Moscow to Murmansk is 2 - 2.5 hours. The flight from St. Petersburg will also take about two hours.

National and cultural features of the region

The traditions of folk culture of the indigenous inhabitants of the region, the Sami and Pomors, the first Russian settlers on the Kola Peninsula, have been preserved and continue to develop in the Murmansk region.

culture

Types of tourism

The Murmansk region is of interest for various types of tourism. Fans of ecological travel and photo hunting will be able to get acquainted with the wildlife of the Arctic, see and photograph reindeer, foxes and martens, ermines and moose, white partridges and polar owls, and perhaps even the owner of the taiga - a brown bear. Diving enthusiasts will find a unique underwater world of two seas. Numerous rapid rivers are ideal for kayaking and kayaking. Fans of extreme travel can go by icebreaker and dog sledding to the North Pole and Franz Josef Land. Stone seekers are waiting for deposits of amethysts, apatites and other minerals. Those for whom rest is impossible without good fishing will be able to get the coveted trophy - sea bass, catfish, trout or even salmon. And, of course, the amazing northern lights will not leave anyone indifferent.

There are a lot of interesting things in the Murmansk region for fans of skiing, who are waiting for three resorts - one is located near Kirovsk, on the slopes of Khibiny, the second, Monchegorsky, to the west of the mountains, and the third, Kandalaksha, to the south. The length of the ski slopes is from 1.5 to 2 km, the height is from 400 to 600 m. The northern slopes of the Aikuaivenchorr massif are equipped for freestyle skiing, there is also a ski stadium and an ice rink.

The largest cities of the region

The administrative center of the region - Murmansk is a modern city with a developed infrastructure and identity. Murmansk is the world's largest city located beyond the Arctic Circle, one of the largest ports in Russia.

Here you can see the world's first nuclear icebreaker “Lenin”, impressive monuments of history and the navy, as well as taste the delicacies of local cuisine.

map

But we advise you to look at other cities and villages of the region: Monchegorsk is a beautiful modern city; Kirovsk is the center of the mining industry; Kandalaksha is one of the oldest settlements on Murmansk.

One of the most popular places for tourism is the village of Teriberka. The only place in the European part of Russia that can be reached by road to see the open Barents Sea and the Arctic Ocean.

There are historical monuments and museums in Kola, Kirovsk, Pechenga. The geological museum in Apatity is particularly popular.

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pages.memo.two-section.transport-description-one

Murmansk International Airport accepts flights from Anapa, Antalya, Arkhangelsk, Kaliningrad, Krasnodar, Moscow (Domodedovo, Sheremetyevo, Vnukovo), St. Petersburg, Simferopol, Sochi, Helsinki and Cherepovets.

The airport is located 24 kilometers southwest of the center of Murmansk. The journey time is about 45 minutes.

Khibiny Regional Airport accepts flights from St. Petersburg, Moscow and Cherepovets. The airport is located on the territory of the administrative district of the city of Apatity. The city of Kirovsk is located just 32 km from the Airport.

Tourist information centers of the Murmansk region

You can get reference materials and detailed information about the tourist sites of the region, infrastructure, weather conditions and companies of the city in the Tourist Information Centers of the region (TIC).

TIC provides information to both Russian and foreign tourists. At the disposal of tourists, the TIC provides printed information in the form of maps, booklets, brochures.

Tourist Information Center of the Murmansk region

Address: Murmansk region, Murmansk, Lenin str., 82 (Azimut Hotel, first floor)

Telephone: +7 991 669 54 60

Email: [email protected]

Visiting specially protected natural areas of regional significance

Natural parks and state nature reserves of regional significance can be visited by tourists only in coordination with the Ministry of Natural Resources and Ecology of the Murmansk region.

List of objects: Varzugsky Nature Reserve, Kolvitsky Nature Reserve, Kutsa Nature Reserve, Ponoysky Fishery Reserve, Ponoysky Zoological Reserve, Simbozersky Nature Reserve, Seidyavvr Nature Reserve, Lapland Forest Reserve, Kaita Nature Reserve, Rybachy and Sredny Peninsulas Nature Park, Korablek Nature Park.

Tourism is allowed on the territory of the natural park "Rybachy and Sredny Peninsulas" subject to approval. On the territory of the reserve "Seidyavvr" - notifications. Rafting on rivers is allowed on the territory of the reserves "Kutsa" and the fisheries "Ponoysky" by agreement. Other forms of unorganized tourism and recreation are prohibited.

Registration of visits to other regional reserves by private individuals is voluntary.

To visit the reserve, you need to issue a pass. You can register using the links: Varzugsky Nature Reserve , Kolvitsky Nature Reserve , Kutsa Nature Reserve , pages.memo.four-section.ten , Zoological reserve "Ponoysky" , Simbozersky Nature Reserve , Reserve "Seidyavvr" , Lapland Forest Nature Reserve , Kaita Nature Reserve , Nature Park "Rybachy and Sredny Peninsulas" , Korablek Nature Park , Teriberka Nature Park

Visiting Closed administrative-territorial entities (BUT)

In total, there are 5 Defense Ministries in the region (Severomorsk, Vidyaevo, Zaozersk, Ostrovnoy and Alexandrovsk).

The grounds for issuing a pass are close family ties, official (professional) necessity and special events (birthday, funeral, wedding). You can also visit some cities with a guided tour. In this case, the admission is issued with the assistance of a tour operator, which you can choose from the list.

Detailed information about the rules for visiting each of the objects, you can find on the pages of <url>

BUT the Island , BUT Alexandrovsk , BUT the city of Zaozersk , BUT Severomorsk , BUT Vidyaevo

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Do you know an interesting route or cool objects that are not yet on the project map? Share interesting facts and objects, as well as leave comments with hints and tips – let's develop the project together!

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The Ice Curtain: Modernization on the Kola Peninsula

north sea catamaran

Table of Contents

Brief by Joseph S. Bermudez Jr. , Heather A. Conley, and Matthew Melino

Published March 23, 2020

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CSIS Briefs

The Ice Curtain: Bringing Transparency to the Arctic is an ongoing collaborative series between the CSIS Europe Program and NGA.

The Kola Peninsula is the crux of Russia’s military establishment in the western Arctic, and its air and maritime capabilities are essential to Russia’s homeland defense, Arctic dominance, and global power projection capabilities. Russia’s modernization and expansion efforts at Severomorsk-1 air base, Gadzhiyevo submarine base, and Okolnaya submarine support base have significantly improved Russia’s operational readiness and its ability to control the surrounding maritime space in the Arctic. The Kola Peninsula is also home to systems such as the RS-24 YARS, located at the Plesetsk Cosmodrome, which pose a significant challenge to U.S. and allied defense systems. Russia’s willingness to use its arsenal of ballistic and cruise missiles to defend its position in the Arctic was on display during the Grom-2019 exercise. The expansion of Russia’s military presence in the Arctic is far from over—Russia will continue to deepen its military presence in the Arctic to protect Russian strategic interests well into the future.

INTRODUCTION

Russia’s western Arctic features a great concentration of advanced conventional capabilities for defensive and potentially offensive purposes centered on the Kola Peninsula and serves as home to Russia’s Northern Fleet headquarters, which hosts Russia’s most advanced Arctic land, air, and naval assets, notably including its nuclear arsenal and second-strike capabilities. The peninsula’s location—a gateway between the Arctic and the North Atlantic—and its extensive military assets make it central to Russia’s homeland defense and power projection capabilities. Russian military modernization efforts and new construction on the Kola Peninsula have centered around the refurbishment of air bases and expansion of naval bases. Severomorsk-1 air base, Gadzhiyevo submarine base, and Okolnaya submarine support base are particularly important because they expand and Russia’s defenses while ensuring Russia’s freedom of navigation and air sovereignty. Neighboring sites, such as the Plesetsk Cosmodrome, located at the Kura Missile Test Range in Arkhangelsk, enhance Russia’s Arctic military capabilities, as the recent Grom-2019 exercise demonstrated. The Plesetsk Cosmodrome is a particularly noteworthy site for testing advanced weapons such as the RS-24 Yars ICBM. Military exercises and weapons testing in and around the Kola Peninsula is frequent and reveals Russia’s operational readiness to engage its nuclear forces to deter adversaries in a potential conflict. Exercises such as Ocean Shield and Grom-2019 also demonstrate Russia’s calculation that the Arctic is a critical domain to its national security, power projection capabilities, and economic interests. Russia’s modernization and expansion efforts will likely continue on and around the Kola Peninsula well into the future, with the ultimate aim of asserting Russian sovereignty across the region.  

MODERNIZATION OF SEVEROMORSK-1 AIR BASE

Located on the southern outskirts of Severomorsk and approximately 15.5 km northeast of Murmansk on the Kola Peninsula (Murmanskaya Oblast) is the Severomorsk-1 air base. Severomorsk-1 dates to World War II, when it was known simply as Severomorsk air base, protecting the Soviet Union’s northern flank and providing air protection for both navy facilities on the Kola Peninsula and Allied supply convoys destined for the port of Murmansk. 1 During the Cold War, Severomorsk-1’s strategic importance increased, along with that of its two sister air bases, Severomorsk-2 and Severomorsk-3. Strategic bomber (e.g., Tu-16/-95), strike (e.g., Su-24), and patrol aircraft (e.g., Il-38) based or staged at the bases were tasked with protecting the Soviet Union’s northwestern Arctic flank and providing strategic strike capability against the United States. With the collapse of the Soviet Union in 1991, the serviceability and capabilities of the Severomorsk air bases declined precipitously.

The strategic importance of Severomorsk-1 reemerged, however, during late 2011 or early 2012. During that time the Russian military began an extensive multi- year modernization project of the base in advance of the Russian Defense Ministry’s 2013 announcement that it was reengaging in the Arctic to guard its northern approaches, protect mineral and energy resources, and monitor shipping on the Northern Sea Route (NSR). 2 Since 2014, the air base has fallen under the command of the Northern Fleet. 3

Satellite imagery of Severomorsk-1 (69.030776 N, 33.42271 from May 14, 2012 shows that the base ceased to be operational as the modernization project was underway. Noticeable developments include:

  • The concrete on the main runway and taxiways had been removed and the sub-surface was being graded.
  • All operational aircraft had been moved to other air bases (likely Severomorsk-2 and -3).
  • The remaining non-operational retired aircraft awaiting parts recovery and scrapping had been concentrated along the southwest side of the base in abandoned revetments, with 18 aircraft visible.
  • The helicopter servicing and storage facility (also used for parts removal and scrapping) in the southwest corner remained operational, with at least 67 helicopters of several types and in various states of repair.

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Five years later, on July 30, 2017, satellite imagery shows that considerable, albeit very slow, progress was made:  

  • While the base was still not operational, the paving of the 3,500-meter-long runway appeared to have been finished.
  • Several new taxiways were under construction.
  • The revetments and parking aprons for operational aircraft at the north end of the runway had been completed.
  • The infrastructure for the instrument landing system (ILS) was under construction.
  • The 18 retired aircraft awaiting parts recovery and scrapping that were previously in abandoned revetments on the southwest perimeter had been repositioned to an unimproved taxiway in the center of the air base.
  • The number of helicopters at the helicopter servicing and storage facility declined to approximately 53 of several types and in various states of repair.
  • Many of the previously abandoned aircraft revetments had been razed.

More recently, a September 4, 2019 satellite image shows that while the air base has once again become operational, the modernization project is not complete, as much of the work on parts of the infrastructure (e.g., completion of taxiways and aprons) remains to be completed. Among the indications that the base is operational include:  

  • Patrol and transport aircraft and helicopters were deployed on aprons and in revetments at the north end of the runway.
  • A transport aircraft was present on the taxiway leading to the runway.
  • Tire tracks from landings were visible on either end of the runway.
  • The taxiways and aprons have continued to be slowly expanded.
  • The number of helicopters at the helicopter servicing and storage facility have continued to decline, with approximately 36 of several types and in various states of repair being present.
  • Only 12 of the approximately 18 retired aircraft awaiting parts recovery and scrapping remained. Several of which showed recent signs of being disassembled (e.g., wings sections laying on the ground).

Throughout this modernization, minor improvements have been undertaken among the air base’s supporting infrastructure, including housing, warehouses, machines shops, and support areas on the north side of the base.  

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However, the modern Murmansk-BN electronic warfare (EW) system, which had been reported as being deployed in the Severomorsk area, was not readily identified in the area immediately around Severomorsk-1 in the most recent satellite image. 4 Given the relatively slow pace of construction observed during the past seven years, it is unclear when the entire modernization project will finally be complete.  

Upgrades to Severomorsk-1 increase Russian operational readiness, presence, and capabilities in the northwest Arctic region, particularly improving domain awareness and operational capacity around the Kola Peninsula. Increased numbers of patrol aircraft tasked for search-and-rescue operations improve the viability of the NSR as a maritime commercial route. With further upgrades to the base, operational capacity could expand further into the Barents Sea, Greenland Sea, North Atlantic, and an increasingly ice-free Arctic Ocean. In anticipation of receding ice and increased human activity in the Far North, Severomorsk-1 can deepen Russia’s strategic reach and propel its forward line of defense further from its coastline, enhancing anti- access/aerial denial capabilities near the Kola Peninsula.   If the Murmansk-BN EW system is deployed (none of the satellite imagery currently shows the Murmansk-BN system), it would further bolster Russia’s Arctic capabilities by improving safety along the NSR and providing early- warning capabilities. With a reported range of 5,000- 8,000 km , Russia could theoretically monitor and disrupt communications across the entirety of the NSR and Scandinavia as well as deep into the Central Arctic Ocean. In May, the Northern Fleet reportedly completed its new Center for Radio-Electronic Warfare, which will oversee systems on Severomorsk. The Murmansk-BN and complimentary EW systems add another layer to Russia’s defense capabilities on the Kola Peninsula, potentially disabling foreign ships, submarines, or aircraft traveling toward the eastern entrance of the Russian Arctic. These EW assets would essentially render an intruder “ deaf, numb, and blind .” Russia’s EW capabilities were on display during NATO’s Trident Juncture 2018 exercise, when both Norway and Finland were the victims of Russian GPS jamming and interference, an increasingly important tool used frequently by Russia.  

NEW MISSILE STORAGE FACILITY AT OKOLNAYA SUBMARINE SUPPORT BASE

The Okolnaya submarine support base (69.095773° 33.450602°) is located on the eastern shores of Guba Okolnaya (Okolnaya Bay), Murmanskaya Oblast, and serves as one of several strategically important Russian Navy submarine bases and submarine-launched ballistic missile (SLBM) storage and loading facilities on the Kola Peninsula. Other SLBM loading facilities include the Gadzhiyevo submarine base and Severodvinsk submarine base. 5 In addition to housing and maintaining SLBMs, Okolnaya likely stores nuclear warheads. While most often described as a submarine support base, it likely also supports the cruise missile requirements of other Northern Fleet surface combatants, such as the warships based across the bay at the Severomorsk navy base. The Okolnaya submarine support base has been associated with nuclear-armed SLBMs since the late-1950s. As a historical footnote, the base appears to have played a minor but important role during the 1962 Cuban Missile Crisis, when nuclear weapons may have been transported from Okolnaya to Cuba and back again during October-November 1962 by the merchant vessel Aleksandrovsk . The voyage of the Aleksandrovsk was unique in several ways: it was the only merchant vessel known to have carried missile-related equipment from Cuba to the Soviet Arctic, and it was one of the first to depart after the Soviet decision had been made to remove strategic weapons from Cuba. The vessel may have carried nuclear warheads to and from Cuba, perhaps without ever having offloaded them. By transferring nuclear warheads via this Arctic facility, the Soviets probably hoped to avoid any possible radiological monitoring or surveillance in either the Danish or Turkish Straits,” underscoring the importance of the Arctic as an avenue of approach to the United States. 6 During 2013, media reports indicated that the Okolnaya submarine support base would be expanded by the construction of a large storage facility for “. . . more than 100” RSM-56 Bulava SLBMs (NATO reporting name: SS-NX-30 or SS-N-32). The Bulava equips the Project 955/955A Dolgorukiy-class (also known as Borei-class) nuclear-powered ballistic missile submarines (SSBN), each of which can carry 16 missiles. The Dolgorukiy-class SSBNs are expected to eventually replace the Delta III- and Delta IV-class SSBNs currently in service with the Northern Fleet. 7 The location chosen for the new storage facility (69.114642° 33.525728°) is 3.7 km northeast of the main Okolnaya facilities on the site of an old open storage facility that consisted of 14 large revetments, several support buildings, and a large parking area. Satellite imagery shows that by May 2014 construction started and that by August 2015 there were a total of 31 weapons storage bunkers under construction (none of which were completed), with excavations underway on others. 8 By July 30, 2017, the number of bunkers completed or under construction rose to 38, and construction of what appears to be a triple fence security perimeter began. 9  

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Most recently, in satellite imagery from September 4, 2019, there are a total of 41 weapons storage bunkers (35 completed and 6 under construction) and excavations underway for at least 9 more. Additionally, there are several new small support buildings, and construction work on the triple fence security perimeter appears to slowly continue. Media reports indicate that construction of the facility is scheduled to be completed during 2020, and given the current rate of progress, and barring unforeseen circumstances, this projected date appears feasible. 10 All of the storage bunkers observed to date consist of an approximately 40-meter-by-32-meter concrete structure that is protected on three sides by earthen berms, with an approximately 52-meter-by-20-meter concrete pad on the fourth open side and a final 75-meter-by-18- meter protective berm in front of it. Thus, each storage bunker occupies a footprint of approximately 75-meters- by-90-meters. Internally, each bunker consists of fourapproximately 20-meter-by-32-meter storage bays. Adjacent to all the weapons storage bunkers is a smaller auxiliary bunker of varying sizes for unidentified purpose (potentially for power and environmental controls). It is assumed that when completed the facility will consist of a total of 50 storage bunkers, each with four storage bays, with the potential to house a total of 200 RSM-56 Bulava SLBMs, corroborating media reports from 2017. 11 While almost all media reports describe the new storage facility as being for nuclear-armed RSM-56 Bulava SLBMs, there is nothing to prevent sensitive non-nuclear munitions (e.g., cruise missiles) from also being stored. It is also likely that aside from ballistic and cruise missile support, the base provides other submarine-related support services. Likely in support of the larger role of the RSM-56 Bulava SLBMs stored at Okolnaya, and the slowly increasing number of Dolgorukiy-class SSBNs in the Northern Fleet, a second missile loading facility was built during 2012-2018. 12  

NEW MISSILE STORAGE FACILITY AT GADZHIYEVO SUBMARINE BASE

The Gadzhiyevo submarine base (69.258878° 33.335251°) is located on the eastern shore of Guba Sayda (Sayda Bay), Murmanskaya Oblast, and serves as one of several strategically important Russian Navy submarine bases and SLBM storage and loading facilities on the Kola Peninsula. 13 It reportedly is the primary home port for the Northern Fleet’s Project 667BDRM Delfin (Delta IV) and Project 955/955A Dolgorukiy-class SSBNs. 14 As such, the base not only houses and maintains the R-29MU2 Liner (NATO reporting name: SS-N-23) SLBMs for the Delta IV and RSM-56 Bulava (NATO reporting name: SS-NX-30 or SS-N-32) SLBMs for the Project 955/955A Dolgorukiy-class SSBNs but also the nuclear warheads they support. The base may also support the cruise missile requirements of Northern Fleet surface combatants.

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During 2013, media reports indicated that the Gadzhiyevo submarine base would expand to include the construction of a new SLBM storage facility. 15 The location chosen for the new storage facility (69.251165° 33.357418°) is one kilometer south of the main Gadzhiyevo facilities on the site of an existing storage facility. The existing facility consists of several vehicle maintenance and storage facilities and yards, bunkered storage facilities, open storage yards, and a number of support buildings. All but the bunkered storage facilities and open storage yards would be retained for the new facility. Satellite imagery shows that construction had started by May 29, 2014 and that there was a total of three weapons storage bunkers under construction, with excavations underway for others. By May 23, 2016, the number of bunkers under construction (none of which were completed at the time) rose to 10, and excavation work for a new support building began. Most recently, satellite imagery from June 30, 2019, shows that there is a total of 10 weapons storage bunkers with 5 completed and 5 under construction. Space within the existing storage facility remains for additional storage bunkers should the Russians decide to build them. Media reports suggest that construction of the facility is scheduled to be completed during 2020 to coincide with the launch of the eighth Dolgorukiy-class SSBN. 16 Given the current rate of progress, and barring unforeseen circumstances, this projected date appears feasible. All of the storage bunkers observed to date are similar to those built at the Okolnaya submarine support base and consist of an approximately 40-meter-by-32-meter concrete structure that is protected on three sides by protective berms, with an approximately 55-meter-by-20-meter concrete pad on the fourth open side and a final 65-meter- by-20-meter earthen berm in front of it. Thus, each storage bunker site occupies approximately a 90-meter- by-80-meter footprint. Internally, each bunker consists of four approximately 20-meter-by-32-meter storage bays. Adjacent to all the weapons storage bunkers is a smaller auxiliary bunker of varying sizes for unidentified purposes (potentially for power and environmental controls). At present, there are a total of 10 storage bunkers, each with four storage bays, which would imply that the facility has the potential to house a total of 40 RSM-56 Bulava or R-29MU2 Liner SLBMs, although most reports state that they will be used for the nuclear-armed RSM-56 Bulava. Regardless, there is nothing to prevent sensitive or non-nuclear munitions (e.g., cruise missiles) from also being stored here. Unlike the Okolnaya submarine support base, no second missile loading facility has yet to be built at the Gadzhiyevo submarine base.  

Russia’s 2017 updated Naval strategy elevated the role of its maritime forces in securing Russia’s Arctic domain. The strategy builds on President Putin’s promise in 2010 to spend more than 20 trillion rubles to modernize 70 percent of all Russian military equipment by 2020. Under this modernization plan, Russia’s naval forces are a priority, harkening back to the Cold War when Soviet maritime capabilities posed a formidable challenge to NATO. Upgrades at Gadzhiyevo and Okolnaya reinforce defensive and offensive capabilities around the Kola Peninsula. Naval bases housing Delta IV-class and Dolgorukiy-class SSBNs are a key component of Russia’s bastion defense concept. These SSBNs, when equipped with SLBMs, are the backbone of Russia’s sea-based component of its nuclear triad. Importantly, the SSBNs represent Russia’s second- strike capabilities and serve as a deterrent against potential adversaries. The Dolgorukiy-class in particular boasts improved stealth capabilities as well as increased SLBM payload, adding to Russia’s “ defense in depth ” of the Kola Peninsula. Stealthier submarines such as these enhance the regime’s survivability and pose a challenge to NATO’s sea lines of communication in the North Atlantic as NATO is increasing its anti-submarine warfare capabilities. While the primary objective of the SSBNs is defensive, they also serve as a tool of power projection beyond the Kola Peninsula. Admiral James Foggo, commander of Allied Joint Force Command Naples, warned about Russia’s renewed capabilities in the North Atlantic and the Arctic. Of particular concern is the ability of Russian submarines to project power through the Greenland-Iceland-United Kingdom (GIUK) Gap. In October 2019, NATO tracked 10 Russian submarines south of Iceland testing their stealth abilities and demonstrating their capacity to threaten the strategic maritime route between the United States and Northern Europe. The exercise also exposed Russia’s ability to break out into the North Atlantic and threaten the east coast of the United States. Russia’s defense of its western Arctic territory is determined by its ability to control the surrounding maritime space and assert its presence in maritime choke points like the Greenland-Iceland-United Kingdom-Norway (GIUK-N) Gap. To this end, Gadzhiyevo and Okolnaya are critical staging grounds and house Russia’s most advanced capabilities.  

PLESETSK COSMODROME: TESTING RS-24 YARS ICBMS DURING GROM-2019

Between October 15-17, 2019 Russia held its annual Grom (Thunder) strategic nuclear forces exercise (Grom-2019). Among the elements that participated in the exercise were units from the Strategic Rocket Forces, Long-Range Aviation, Military Transport Aviation, and Russian Navy. Included within the exercise was the launch of a road-mobile RS-24 Yars (NATO reporting name: SS-29 or SS-27) ICBM from the Plesetsk Cosmodrome, in Mirny, Arkhangelsk Oblast, at the Kura Missile Test Range, originally known as Kama, in Kamchatskiy Kray (eastern Russia). 17  

On October 3, 2019, just 12 days before the start of the Grom-2019 exercise, a satellite image was collected of the Plesetsk Cosmodrome. This image covered what is reported to be “Launch Complex 158” (63.008134° 41.551304°), 52 km east of the main facility. 18 The complex encompasses approximately 148,350 square meters and is surrounded by a security fence. The site’s launch pads, single-bay garage, and support buildings occupy a T-shaped area lying on a generally east-west axis. The maximum east-west width is 365 meters and maximum north-south height is 240 meters. Visible in the October 3, 2019 image of Launch Complex 158 are two RS-24 Yars ICBMs resting on their MZKT- 79221 16x16 Transporter-Erector-Launchers (TEL). These TELs are positioned, one apiece, on the complex’s east and west launch pads. Also visible are several support vehicles on the east launch pad and additional support vehicles in the complex’s parking area. From ground imagery released by the Russian Defense Ministry, the TEL at the western launch is the one that subsequently conducted the training launch during the exercise. 19 The TEL at the east launch pad was likely present as a backup in case of mechanical issues. It is unknown from which  of the five reported rocket divisions these two RS-24 systems came from.  

The RS-24 YARS is an ICBM capable of carrying multiple thermonuclear warheads. It has an estimated range of 10,500 km , allowing Russia to escalate a regional conflict to a global context. The system is a cornerstone of Russia’s land-based nuclear deterrent, and its road-mobile delivery system increases its survivability. Other factors, including the missile’s ability to maneuver during flight, deploy active and passive decoys, and its reported seven minute launch time, pose significant challenges to U.S. and allied missile defense systems. Russia exercised both its strategic and tactical nuclear forces during Grom-2019. The exercise included naval assets from all four Russian fleets, showing the extent to which Russia will mobilize across its military districts to defend its Arctic interests. As other analysts have noted , Grom highlighted Russia’s willingness to defend its Arctic territory with a growing arsenal of ballistic and cruise missiles. It also demonstrated the extent to which Russia has already integrated intermediate-range and shorter-range missiles in its nuclear strategy in light of the uncertain future of arms control. 20 Grom also offers insight into Russia’s evolving nuclear doctrine. Major General Evgeny Ilyin described the exercise as one where the preservation of borders and the sovereignty and territorial integrity of the Russian Federation is threatened, thus warranting the use of nuclear weapons. President Putin noted in October 2018 that Russia would only use nuclear weapons when the country is “under attack.”  

The Kola Peninsula is the centerpiece of Russia’s military establishment in the western Arctic, and its air and maritime capabilities are essential to homeland defense, Arctic dominance, and global power projection capabilities. The concentration and range of  multi-domain  assets— from SLBMs and ICBMs to EW—deployed on and around  the Peninsula underscores the Arctic’s strategic value to Russian national interests. As Arctic nations increase their capabilities in a more accessible Arctic and as non- Arctic nations such as China seek greater access to the Arctic, we can expect Russia’s military presence to expand to include conventional and dual-use assets. As the head   of the Northern Fleet noted on December 8, “In the near future, we should expect a further increase in the military presence of the combined armed forces and, as a result, an increase in the likelihood of conflict.” Although Admiral Moiseev was referring to NATO as well as Sweden and Finland, his comment could easily refer to Russia’s military presence in the Arctic. Matthew Melino was an associate fellow with the Europe Program at the Center for Strategic and International Studies (CSIS) in Washington, D.C. Heather A. Conley is senior vice president for Europe, Eurasia, and the Arctic and director of the CSIS Europe Program. Joseph S. Bermudez Jr. is senior fellow for Imagery Analysis at CSIS. This brief is made possible by general support to CSIS. No direct sponsorship contributed to this brief.  

The Center for Strategic and International Studies' Europe Program and the  National Geospatial-Intelligence Agency  partnership uses unclassified geospatial imagery and data to produce new, timely, and accurate reporting on Arctic construction and modernization of civilian, dual-use, and defensive infrastructure. For more info, read the  Tearline Program Explainer .   To read more, visit  NGA’s Tearline article  or download the Tearline app from the  Apple Store  or  Google Play .   This content also syndicates to the Office of the Director of National Intelligence’s website  intelligence.gov , which is a transparency effort to better explain certain strategic, economic, and humanitarian IC missions to the public.

CSIS Briefs   are produced by the Center for Strategic and International Studies (CSIS), a private, tax-exempt institution focusing on international public policy issues. Its research is nonpartisan and nonproprietary. CSIS does not take specific policy positions. Accordingly, all views, positions, and conclusions expressed in this publication should be understood to be solely those of the author(s).  © 2020 by the Center for Strategic and International Studies. All rights reserved.  Please consult the PDF for references.

Joseph S. Bermudez Jr.

Joseph S. Bermudez Jr.

Heather a. conley, matthew melino, programs & projects.

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    Sailing north in a fibreglass catamaran can be dangerous. The Arctic ocean is full of sea ice, and sailing at such high latitudes challenges even the most experienced sailors. Alaska or Iceland is the farthest north you should go with a fibreglass catamaran. There will still be sea ice, and you will have to be careful not to hit any hard pieces ...

  18. Tourist guide of the Murmansk region

    The region borders Finland and Norway in the west, Karelia in the south, and the Arkhangelsk Region across the White Sea. Climate The territory of the Murmansk Region belongs to the regions of the Far North. Snow cover lies from mid-October to mid-May (in mountainous areas from late September to mid-June). The average annual temperature in ...

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    Welcome to North Sea Maritime distributors for Alubat and specialist bluewater yacht brokers. Alubat of course renowned for the 100% aluminium Ovni, Cigale and Ovnicat ranges. Brokerage and 'buyer's broker' service - 35 + years of marine industry experience, plus extensive sailing experience. North Sea Maritime are the sole ...

  20. North Sea Boats

    Production. International boat company specialized in building craft for military, law enforcement, SAR, commercial, and high performance applications with the latest high-tech composite construction techniques.

  21. The Ice Curtain: Modernization on the Kola Peninsula

    THE ISSUE. The Kola Peninsula is the crux of Russia's military establishment in the western Arctic, and its air and maritime capabilities are essential to Russia's homeland defense, Arctic dominance, and global power projection capabilities. Russia's modernization and expansion efforts at Severomorsk-1 air base, Gadzhiyevo submarine base ...

  22. Northern Fleet

    The Northern Fleet ( Russian: Северный флот, Severnyy flot) is the fleet of the Russian Navy in the Arctic. [2] According to the Russian ministry of defence: "The Northern Fleet dates its history back to a squadron created in 1733 to protect the territories of the Russian Empire, sea trade routes and fisheries in the White Sea near ...

  23. Kola Peninsula

    Geography Location and overview. The peninsula is located in the far northwest of Russia, almost completely inside the Arctic Circle and is bordered by the Barents Sea in the north and the White Sea in the east and southeast. Geologically, the peninsula occupies the northeastern edge of the Baltic Shield. The western border of the peninsula stretches along the meridian from the Kola Bay ...