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Vi er inne i FNs internasjonale år for bærekraftig turisme. Reiselivsnæringa i Norge er på stadig fremmarsj, og størst er veksten i Nord-Norge. Kultur og natur er råvarene i den raskt voksende og lokalt baserte opplevelsesturismen. Videre vekst krever imidlertid mer kunnskap om disse verdifulle råvarene – og kunnskapen må ses i et bærekraftig perspektiv. Her kan Norge bidra.

Sammendrag

Rapporten gjør en kort gjennomgang av de forskjellige aktørene på Hornøya før en ved bruk av avisutklipp om aktiviteten på Hornøya kommenterer ueningheter. Det viktigste bidraget i rapporten er knyttet at det gis råd til hvordan «Hornøyarådet» kan arbeide og gjennom forslag til elementene i tilrettelegging for et helhetlig turistprodukt for destinasjon Hornøya.

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Som en del av «Fugleturismeprosjektet for Midt- og Øst-Finnmark» søkte man i 2010 et samarbeid med Pasvik zapovednik (PAZ) om å bygge en kunstig hekkeplattform på russisk side av Pasvikelva, på Tyskerbrua som ble sprengt av tyskerne når de trakk seg ut av Litsafronter i 1944. PAZ takket nei til samarbeidet og Bioforsk Svanhovd (Nå NIBIO Svanhovd) søkte i 2013 Fylkesmannen i Finnmark om midler til tiltaket som ble innvilget i 2016 og bygget samme år.

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Dette heftet er laget som en del av prosjektet “Fugleturisme i Midt- og Øst-Finnmark”. Målet var å lage en praktisk veiledning for turistbedrifter og andre som ønsker å legge til rette for gode fugleopplevelser gjennom bygging av publikumsanlegg i naturområder. Vi tror at det er viktig å legge til rette for gode naturopplevelser for folk flest. Gode opplevelser knytter folk og natur tettere sammen, og vi tror at mennesker som får gode naturopplevelser også vil bidra til å ta vare på naturen. Vi har valgt å legge vekt på de enklere skjulene og tårnene slik at kostnadene ved bygging skal bli så lave som mulig. De fleste turistbedriftene innen naturbasert turisme i Norge har lite penger å investere i publikumsanlegg. Enkle anlegg gir kanskje ikke de største estetiske opplevelsene i seg selv, men de gir like fine naturopplevelser som dyrere anlegg. Fuglene er ikke først og fremst opptatt av anleggenes utseende, men at de er plassert og utformet slik at de ikke forstyrrer fuglene.

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69 slides i en PP som beskriver de forskjellige russiske urfolkene og deres utfordringer i dag.

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Power point på 33 slides som sier noe om utforsringene for styret i nasjonalparken når det dreier seg om fysisk tilrettelegging i nasjonalparken.

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In 2004, WWF, the international conservation organization opened an office in Murmansk, and the Barents Ecoregion Program was officially re-launched. The funding for the program comes from mainly two sources, WWF UK and WWF-Norway, granted from the Norwegian Ministry of Environment and the Ministry of Foreign Affairs. This report aims to evaluate the effectiveness of the Barents program The methodology is mainly based on interviews with cooperating institutions in Murmansk and staff from WWF in Murmansk and Oslo. The WWF conservation strategy for the Barents Sea has been reviewed, together with the yearly reports from the program. Comments from donors are to some extent included. The main conclusion from the interviews and review confirms the author"s impression that WWF has a strong position and contribute considerably to the overall conservation in the Barents region.WWF has regular meetings with the governor environmental administration, deliver documentation to different conservation processes and appear in the media as a critical voice when necessary and a supporter when good decisions are made.

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Presentasjon av hvordan fugleturisme kan fungere i Båtsfjord havn og på Hornøya i mars måned.

Sammendrag

Oil transportation from the Russian part of the Barents Region along the Norwegian coast had insignificant volumes before 2002. However, in 2002 there was a dramatic increase in oil shipment, when 4 million tons was delivered westwards by the Barents Sea. In 2003, the volume reached 8 million tons. The trend continued in 2004, and about 12 million tons of export oil and refined products were transported from the Russian part of the Barents Region to the western market along the Norwegian coast. From 2005 to 2008, the annual shipment volumes were on the levels between 9.5 and 11.5 million tons. In 2009, Russian oil-and-gas export cargoes carried by the Barents Sea rose to 13 million tons, and in 2010, exceeded the level of 15 million tons. Norwegian Snøhvit, the first offshore production in the Barents Sea, added to these volumes 5 million cubic metres of liquefied gases (LNG and LPG) each of two recent years. The terminals loading oil for export in the Russian Western Arctic seas have been continuously developed, and the overall shipping capacity has been enlarged. The changes in oil volumes carried for export through the Barents Sea during the recent years were not so much dependent on the terminals‟ capacities and logistic schemes as on the external factors. The changes in the export taxes by the State and rates for cargo transportation by Russian railways, development of new trunk pipelines and sea terminals in the Baltic Sea and Far East by Transneft, bankruptcy of Volgotanker were a few examples that induced oil transport operators to develop new terminals in the Kola Bay and to focus more on petroleum products than crude oil. The big oil export challenges that occurred in the recent years due to conflicts between Russia and neighbouring transit countries made the Russian Government and Transneft to reorient the Russian oil export routes and increase the capacities of the Baltic Pipeline System (BPS) to 75 million tons in 2007, with the prospects to reach 150 million tons in 2015. Construction of Eastern Siberia-Pacific Ocean pipeline (ESPO) was launched, the first phase with a branch to China was put on stream in 2010, and a new terminal in the Far East started to ship oil for export. In the south, the project of Burgas-Alexandropoulis pipeline was developed. In the north, Kharyaga-Indiga pipeline project was frozen because a new Varandey terminal came on full scale. The year of 2009 started with an export gas transit conflict between Russia and Ukraine. The Government of Russia and Gazprom highlighted the importance of constructing Nord Stream and South Stream gas pipelines through the Baltic and the Black seas to let Russia export natural gas to Western Europe bypassing its neighbouring countries, the former Soviet sister-republics. In 2009, Russia launched its first LNG plant in Far East in Sakhalin. Three more LNGs are planned in the Arctic, in the Kola Peninsula, in Nenets region, and in Yamal. Those plants can start shipping liquefied gas in 2016-2017. The first oil from offshore production in the Russian Barents should come from Prirazlomnoye oil field. Prirazlomnaya platform left Severodvinsk and came to Murmansk for completion in the fall of 2010. The plan is to deliver the platform on its production destination and put the oil field on stream in 2011. The Prirazlomnaya platform will be the second big offshore installation in the Pechora Sea. The first one, 12 million tons Varandey terminal, was launched in 2008, and already in 2009 sent more than 7 million tons of crude oil for export. Lukoil plans to increase the terminal oil offloading volumes building 8 million tons pipeline from Kharyaga to Varandey. In the present report on oil transportation in the Barents Region, we have given special attention to the description of the existing and prospective offshore and onshore oil and gas terminals in the northern regions of Russia and Norway, and their connection to hydrocarbon reserves on one hand and to the export routes on the other. We demonstrate that even without a Russian oil trunk pipeline to the Barents Sea coast, that was discussed a few years ago, the overall capacity of the terminals shipping oil and gas for export along the northern coast of Russian and Norway can reach 100 million tons in five years perspective. In Russia, about 50 million tons of crude oil and petroleum products can be delivered by railway to the Murmansk port terminals in the Barents Sea, and Kandalaksha and Arkhangelsk in the White Sea. In addition, up to 20 million tons of oil will come from the northern Timano-Pechora oil fields - 12.5 million via the new Varandey terminal, and 7.5 million from Prirazlomnoye field. Dolginskoye oil field, which is estimated to be three times as big as Prirazlomnoye, will be the next large offshore field in the Pechora Sea put on stream. With port infrastructure developed on Yamal, the terminals in the Kara Sea can ship 3 million tons of Western Siberia crude oil for export. Shtokman in the Barents Sea and Tambey in Yamal gas fields can offload 12.5 million tons of liquefied gas in 2017, when the first phases of both LNG plants are completed. In Norway, in addition to 5 million tons of liquefied gas shipped from Snøhvit, Goliat oil field in the Barents Sea should be put on stream in 2013 and produce 5 million tons of oil in 2014. In 2010, there were made a number of historic voyages by the Northern Sea Route. We will see more cargo vessel passages through this Arctic shipping lane in 2011. In a long term perspective, the Northern Sea Route will give the way for huge Yamal and Kara Sea oil-and-gas resources to the western markets via the Barents Sea; and it will also open possibilities for transit cargo transportation from Europe to Asia Pacific along the Arctic coast. In the European part of Russia there are three possibilities for shipping oil for export - through the Black Sea, the Baltic Sea, and the Barents Sea. Out of these three options, only the northern way can provide the stable cargo shipping directly to major European and North American harbours, avoiding transit challenges through neighbouring countries or heavy traffic in the sea straits. Oil pollution prevention should be the central issue during oil transportation in the Barents Sea. The year 2010 was marked with the Mexican Gulf accident, the largest oil spill ever happened in the sea that put issues of marine environmental protection against oil pollution to a high international political agenda. In this report, we pay attention to the environmental safety matters in oil transportation and Norwegian-Russian co-operation in the oil pollution prevention. We see more advanced and safer terminals and vessels operating in the region. However, the number of accidents with sea vessels was increasing worldwide the last 10 years due to human errors. Traffic control and monitoring are developed both in Norway and Russia. Establishment of an early warning and notification system between two countries should be the next step. The Treaty on a delimitation line in the Barents Sea, that was signed between Norway and Russia in 2010 and ratified in 2011, should put relations between two countries on a new level opening wider possibilities for oil-and-gas, maritime shipping and environmental cooperation.

Sammendrag

Barentswatch 2009, Biologisk mangfold i Barentsregionen er et populærfaglig magasin, som formidler kunnskap om biologisk mangfold og Countdown 2010. Magasinets intensjon er å tilgjengeliggjøre aktuell kunnskap på en lettforståelig og innbydende måte. Tidsskriftet utgis fast på norsk, engelsk og russisk, både i trykt og digital versjon. Barentswatch har som målsetning å presentere stoffet slik at flest mulig skal kunne være i stand til å forstå innholdet. Målgruppen er det brede lag av befolkningen.I tidsskriftet formidles det kunnskap om hva biologisk mangfold er, samt hva som truer dette mangfoldet og hvorfor dette er så viktig å ivareta. Det fokuseres på hvordan statusen er i nordområdene, året som målet om stans av tap av biologisk mangfold skal innfris.

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Rapporten kan lastes ned fra http://www.barentswatch.com/innhold/oil_gas/oil_and_gas.html.En russisk versjon av rapporten finnes samme sted og kan lastes ned fra samme adresse. 

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Omhandler entusiasten Piotr Zaborchikov sine private restaureringsarbeider knyttet til gamle trebygninger i landbyen Varzuga i Terskij kommune, Murmansk fylke i Russland på sørsiden av Kolahalvøya, en pomorlandsby ved Kvitsjøens kyster. På engelsk og russisk.

Sammendrag

Oil transport from the Russian Arctic. Is the Barents Sea environment at risk? The volumes of oil being transported by sea from the Russian Arctic along the coast of Northern Norway were insignificant before 2002. In 2006, however, a total of 10 million tons of Russian export oil and oil products were shipped from Russia, on ships that sailed along the coast of Norway. The annual oil exports from the Russian Arctic regions via this Northern route may reach a total of about 50-80 million tons in the next decade. About 50 million tons of crude oil and oil products are estimated to be delivered by railway to the Murmansk ports in the Barents Sea, and to Kandalaksha and Arkhangelsk in the White Sea. Furthermore, up to 20 million tons of oil will be produced in the northern oil fields in the Nenets Autonomous Region and in the Pechora Sea. The terminals in the Kara Sea, can load 2-3 million tons of crude a year. The Barents Sea is one of the most productive oceans worldwide. Few other places on our planet give home to the same amount of breeding seabirds. Here, more than 20 million seabirds from 40 species breed in 1.600 colonies every year. Many of the seabird populations are of mixed Russian-Norwegian origin. In case of an oil spill, the actual amount of oil spilled is not necessarily decisive for the effects on sea bird colonies. The Stylis had a relatively small spill " but 45.000 seabirds were killed. The estimated mortality of the accident was, however, 200.000-300.000 birds. The Amoco Cadiz spilled 223.000 tons of crude oil, but killed 5.000 seabirds. Methods for evaluation of effects on and treatment of birds that have been involved in an oil spill do exist. After the Prestige accident outside Spain, 23.428 seabirds were collected. 5.776 survived. About 1.000 seabirds were released back to nature at a cost of approximately NOK 23.000 (USD 4.100 or EUR 3.000) per bird. The increased development of offshore petroleum fields and increasing sea transport of hydrocarbon products are bound to have a negative effect on the environment. Oil and gas industry developments in the Barents Sea, fisheries, pollution and climate change are the most important treats to the environment in our time. When carrying out impact assessments of activities connected to petroleum activities in this area, one of these factors cannot be evaluated separately, without taking all the other risks into account.

Sammendrag

Oil transportation from the Russian part of the Barents Region along the Norwegian coast had insignificant volumes before 2002. However, in 2002 there was a dramatic increase in oil shipment, when 4 million tons of oil was transported across the northern regions. In 2003, the volume reached 8 million tons. The trend continued in 2004, and about 12 million tons of export oil and oil products were delivered from the Russian part of the Barents Region to the western market along the Norwegian coast. In 2005, the oil shipment volumes dropped to 9.5 million tons, and in 2006 increased to 10.5 million tons. In the present report on oil transportation from the Russian North, we have given special attention to the description of the existing and prospective offshore and onshore oil shipment terminals, and their connection to the oil reserves on one hand and to the export routes on the other. In this report we demonstrate that even without a trunk oil pipeline to the Barents Sea coast, the annual oil exports from the Russian part of the Barents Region may reach a volume of about 50-80 million tons in the next decade. About 50 million tons of crude oil and oil products can be delivered by railway to the Murmansk ports in the Barents Sea, and Kandalaksha and Arkhangelsk in the White Sea. In addition, up to 20 million tons of oil will come from the northern oil fields in the Nenets Autonomous Region, and from Prirazlomnoye oil field in the Pechora Sea. Prirazlomnoye is the first offshore industrial oil field in the Russian part of the Barents Region, the operations there will go on all year round, and most of the year in ice-covered waters. Dolginskoye oil field, which is also in the Pechora Sea and estimated to be three times as big as Prirazlomnoye, can produce the first oil in 2013. There will be stable increase in the amounts of oil shipped from Western Siberia. The terminals in the Kara Sea can load 2-3 million tons of crude oil for transhipment in the Kola Bay of the Barents Sea. In the European part of Russia there are three possibilities for shipping oil for export. The first way is through the Black Sea via the Bosporus to the Mediterranean Sea. Another route is through the Baltic Sea via the Gulf of Finland and Kattegat. The third alternative is to transport oil through the Barents Sea along the coasts of north-western Russia and northern Norway. Out of these three options only the northern one, the Barents Sea route, can provide the possibility of stable shipping large amounts directly to European and other major harbours, avoiding the challenges of transit through the neighbouring countries or heavy traffic in the sea straits. Oil pollution prevention should be the central issue during oil transportation in the Barents Sea. In this report we pay attention to the environmental safety matters in oil transportation and Norwegian-Russian co-operation in the oil pollution prevention. The increasing internationalisation of the transport system in the region appears to affect the present trend toward more advanced and safer terminals and vessels that comply with international safety rules. Early warning and notification of ships passing through the Norwegian waters has been used more frequently and on voluntary basis, but still not as often as desired and can be arranged within a bilateral Russian-Norwegian agreement. The establishment of traffic control centres in Vardø and Murmansk will considerably improve the oil spill prevention and response preparedness.

Sammendrag

Oil shipment in the Barents Region had insignificant volumes before 2002. In 2002, there was a dramatic increase in oil transportation, when 4 million tons of oil was shipped across the northern regions of Russia and Norway. In 2003, the volume reached 8 million tons. The trend continued in 2004, and about 12 million tons of export oil and oil products were delivered from the Russian Arctic to the western market along the Norwegian coast. In 2005 and 2006, the annual oil shipment volume was on the level of 10 million tons. The terminals loading Russian oil for export in the Barents Region have been continuously developed, and the overall shipping capacity has been enlarged. In the recent study of oil shipment in the Barents Region we gave special attention to the existing and prospective offshore and onshore oil shipment terminals and their connection to the oil reserves on one hand and to the export routes on the other. We see now that even without a trunk oil pipeline to the Barents Sea coast, the annual oil exports from the Russian part of the Barents Region may reach a volume of about 50-80 million tons in the next decade. Crude oil and oil products will be delivered to the transshipment terminals in the ice free area of the Barents Sea by railway and shuttle tankers, and further shipped to export by line tankers. Oil pollution prevention should be the central issue during oil transportation in the Barents Sea.

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I dette notatet vil jeg gi noen innfallsvinkler for hvordan miljøvernet kan få en bedre plass i samarbeidet mellom Norge og Russland. Først vil jeg se på det bilaterale miljøsamarbeidet, og deretter på skipstransporten av olje som passerer kysten av Norge på vei fra Russland. Mine kommentarer er fremsatt med utgangspunkt i min bakgrunn fra det bilaterale miljøsamarbeidet mellom Norge og Russland, hvor jeg særlig har fordypet meg i spørsmål knyttet til oljetransport med skip. http://www.regjeringen.no/nb/dep/ud/kampanjer/refleks/innspill/miljo_klima/Frantzen.html?id=492832

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Gjennom artikler skrevet av forskere, myndigheter, miljøorganisasjoner og politikere på norsk og russisk side presenteres nærings- og biologiske interesser i Barentshavet. Det gis også et innblikk i hvilke forventninger og bekymringer lokalsamfunn i området har til petroleumsaktiviteten og annen næringsaktivitet i havet.

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Oil transportation along the coastline of northern Norway has been one of the hottest topics discussed in the Barents Region for the recent two years. It is also an important issue of today"s political agenda and bilateral discussion between Norway and Russia. This Report is an extended and updated version of a similar report published back in 2003. The purpose of this new edition is to provide the reader with new and additional information. We believe this is of crucial importance as the organisation of the oil shipment through the Barents Sea is constantly changing. The new report presents the ongoing oil transportation activities in the Russian part of the Barents Region. Moreover, the report gives an overview of the existing reserves of hydrocarbons, oil production facilities, transportation routes (oil loading terminals, transshipment schemes, export routes) and transport systems (railways, waterways and pipelines), as well as some environmental aspects of the oil shipment (environmental policies and prevention systems). The authors also give their reflections and comments about oil transportation safety, and point out factors tat they believe are essential to achieve efficient oil spill protection inside the Russian Barents and further along the Norwegian coast. The report is prepared and published by Bioforsk Svanhovd (former Svanhovd Environmental Centre) with support from the Norwegian Barents Secretariat and the WWF Arctic Programmme. The report is also available in Russian.