Why Erdogan wants to turn Istanbul into an island
'Kanal Istanbul' would create a second Bosporus – and immortalize its creator.
14 September, 2020
Image: Randam, CC BY-SA 4.0 (alteration by Ruland Kolen)
- The Bosporus is three times busier than the Suez Canal, and getting worse.
- To resolve marine congestion, Turkey wants to build a 'second Bosporus'.
- The controversial project would alter local geography – and may have unintended consequences.
Special status
<img type="lazy-image" data-runner-src="https://assets.rebelmouse.io/eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJpbWFnZSI6Imh0dHBzOi8vYXNzZXRzLnJibC5tcy8yNDE3MzUzMS9vcmlnaW4uanBnIiwiZXhwaXJlc19hdCI6MTYxNDQxMzYwMn0.PD8GhSuczGaHXtbeYVu2fflJVb-GEumD2zVp85uxKdM/img.jpg?width=980" id="edc93" class="rm-shortcode" data-rm-shortcode-id="3e0bab0158a3913187365993758813fc" data-rm-shortcode-name="rebelmouse-image" alt="freighter ship" />The freighter Ismael Mehieddine sailing through the Bosporus in 2014, with the Hagia Sophia (left) and the Galata Tower (right) in the background. Heavy traffic and dangerous cargo create the permanent threat of serious accidents in the middle of one the biggest cities on earth – as have happened in the past.
Image: Julian Nyča, CC BY-SA 4.0
<p>"It does not befit Turkey to think small or to act small," Recep Teyyip Erdogan said last December, countering critics of his Istanbul Canal project. On this much at least those critics agree with the Turkish president: 'Kanal Istanbul' will have a huge impact on the megacity. For starters, it will unmoor the historical core of Istanbul from Europe, turning it into an island. </p><p>Whether as Byzantium or Constantinople in previous ages or as Istanbul today, the city on the Bosporus (1) derives its importance from that narrow waterway. The Bosporus separates Europe from Asia and connects the Mediterranean to the Black Sea. Istanbul is the only city in the world that links two continents and two seas. It doesn't get more strategic than that. </p><p>That's reflected by the strait's special status. Signed in 1936, the <a href="http://www.mfa.gov.tr/implementation-of-the-montreux-convention.en.mfa" target="_blank">Montreux Convention</a> gave merchant vessels from any country free passage through the Bosporus. Navy vessels can also pass through, with some very specific restrictions (2). Only in wartime may Turkey pro-actively clamp down on maritime traffic through the strait. </p><p>That makes the Bosporus - at a certain point only 2,300 ft (700 m) wide - the world's narrowest international waterway. Over the decades since Montreux was signed, it's also turned into the busiest. In 1934, about 4,500 vessels crossed the strait. By 2017, that number had increased almost twelve-fold, to 53,000. That's more than three times the number of ships that sailed through the Suez Canal that year (17,000), and more than four times the figure for the Panama Canal (12,000). </p><p>Plus, about one in five ships passing through the Bosporus each year is a tanker carrying hazardous materials. In 2018, that added up to 150 million tons of dangerous cargo.</p>Currents and curves
<img type="lazy-image" data-runner-src="https://assets.rebelmouse.io/eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJpbWFnZSI6Imh0dHBzOi8vYXNzZXRzLnJibC5tcy8yNDE3Mzc2OS9vcmlnaW4uanBnIiwiZXhwaXJlc19hdCI6MTYyODY1NDY5MH0.O0XLlytr3Cw875lyNohqCygTpcB1HAsJN5pCfQpwHsE/img.jpg?width=980" id="7b6c4" class="rm-shortcode" data-rm-shortcode-id="324f5304036ab8830bbb98376a7ac759" data-rm-shortcode-name="rebelmouse-image" alt="Bosphorus" />The Bosporus as seen from the International Space Station, showing coastal waters from the Black Sea carried into the Sea of Marmara.
Image: NASA, Public Domain
<p>Considering that average ship size has more than doubled since Montreux, and that the Bosporus is a natural waterway with 13 sharp curves, strong bidirectional currents and heavy traffic, there is always a risk of serious accidents – as shown by past incidents.</p><ul><li>In 1960, a collision of the oil tankers Peter Verovitz (Yugoslavia) and World Harmony (Greece) killed 20 and created a large oil spill.</li><li>In 1966, a collision of two Soviet oil tankers, the Lutsk and the Kransky, led to a huge oil spill and a fire on the Kadiköy Pier, the main ferry pier on the Asiatic side.</li><li>In 1970, the Italian oil tanker Ancona collided with a building on shore, killing five.</li><li>In 1979, an accident with the Romanian oil tanker Independenta killed 51 and its cargo of 95,000 tons of oil caught fire. The blaze burned for a whole month. The wreckage hindered traffic for years afterwards. </li><li>In 2018, the freigther Vitaspirit collided with the historical wooden villa of Hekimbasi Salih Efendi, causing massive damage.</li></ul><p>And the international shipping isn't even half the story, for it doesn't include <a href="https://www.youtube.com/watch?v=OO6XzfKbdM0&ab_channel=MSMarineDiesel" target="_blank">local traffic</a>: almost 2,000 ferry rides carry about 500,000 commuters across the Bosporus every day. </p><p>Smaller accidents happen regularly; to prevent the larger ones, the Turkish government has banned the night passage of tankers longer than 200 meters, among other measures. That doesn't improve the waiting times for ships on either side of the strait, which sometimes have to queue for days before they can cross over.<br></p>A second Bosporus
<img type="lazy-image" data-runner-src="https://assets.rebelmouse.io/eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJpbWFnZSI6Imh0dHBzOi8vYXNzZXRzLnJibC5tcy8yNDE3NDAyMS9vcmlnaW4uanBnIiwiZXhwaXJlc19hdCI6MTY1MTM0OTcxMn0.If0Dd-iFiMSShIfkBtoFJBeBGDie_pKr_MkwHnN46jc/img.jpg?width=980" id="c0f01" class="rm-shortcode" data-rm-shortcode-id="25dda4d8a5b55b7bf55e3ce43351ca28" data-rm-shortcode-name="rebelmouse-image" alt="Overview of Kanal Istanbul" />Overview of Kanal Istanbul and some of the surrounding projects, including the already inaugurated new airport (northeast) and the yet to be developed city around the canal (center).
Image: Property Turkey
<p>With traffic predicted to hit 86,000 ships by 2070, the evident solution is a new waterway, a second Bosporus: 'Kanal Istanbul'. It must be said that Erdogan's idea is hardly original. The first to float it was Suleiman the Magnificent (1520-22). The idea was subsequently adopted and abandoned by succeeding sultans at the regular rate of once per century: Murad III (16th c.), Mehmed IV (17th c.), Mustafa III (18th c.) and Mahmoud II (19th c.) </p><p><span></span>As if not to break the chain, four-time Turkish prime minister Bülent Ecevit revived the idea for an electoral campaign in the 1990s. Ideas of such historical persistence have a way of coming back until they are fulfilled (3), and indeed: Ecevit's successor Erdogan, then still prime minister, reanimated the plan in 2011, for yet another electoral campaign.</p><p><span></span>In fact, the canal was one of three 'crazy projects' – Erdogan's own words – designed to raise Turkey's GDP to $2 trillion by 2023, the 100th anniversary of the Turkish republic. The other two were the world's biggest airport, and a superhighway linking it to the city and beyond. The new Istanbul Airport opened last year. However, work on Kanal Istanbul has hit some delays. </p><p><span></span>The canal's final route was announced only in 2018. It will run about 19 miles (30 km) west of the Bosporus, from Lake Küçükçekmece in the south, through the districts of Avcilar and Basaksehir inland, with most of the route carving through Arnavutköy in the north. When finished, the canal will be 28 miles (45 km) long, 69 ft (20.75 m) deep and 1,180 ft (360 m) wide at the surface; 900 ft (275 m) at the bottom. It will be able to accommodate ships of up to 1,150 ft (350 m) long and 160 ft (49 m) wide, with a draft of 58 ft (17 m).</p><p>The cost of the project, estimated initially to be $8-10 billion, has already been revised upward to $16.5 billion. A project this size creates its own weather, so to speak, even before it's under way. Visions of a new city housing half a million people rising up along the canal have sent local real estate prices soaring. But Kanal Istanbul has also run into some tough headwinds: the project has a vocal and powerful opponent in <a href="https://twitter.com/imamoglu_int" target="_blank">Ekrem Imamoglu</a>, who was elected mayor of Istanbul in 2019. <br></p>But who will pay?
<span style="display:block;position:relative;padding-top:56.25%;" class="rm-shortcode" data-rm-shortcode-id="d4b8ac8853629c8284ce80371ea0017b"><iframe type="lazy-iframe" data-runner-src="https://www.youtube.com/embed/lq93qFLcv6k?rel=0" width="100%" height="auto" frameborder="0" scrolling="no" style="position:absolute;top:0;left:0;width:100%;height:100%;"></iframe></span><p>Imamoglu is on record as calling the project a disaster, treason, even "murder" – figuratively, of Istanbul; because the canal threatens between a fifth and a third of the city's fresh water supply (4), places a physical limit on the city's westward expansion, and increases the risk of flooding. In case of a catastrophic earthquake, the canal may make it harder to get help in and evacuees out of the city, which will effectively be an island. Not to mention that building the canal involves the destruction of vast tracts of agriculturally and ecologically valuable land. </p><p><span></span>The mayor seems to have most of his citizens on side, as a poll earlier this indicated 80 percent of Istanbulites are against the canal, with only 8 percent in favor. For Erdogan, that must sound like Gezi Park all over again. In 2013, plans to develop that Istanbul park, one of the relatively few green spaces left in the city, sparked demonstrations that morphed into a nationwide wave of civil unrest, directed against the policies of Erdogan's government. The Kanal Istanbul project contains much of the same socially combustible material. </p><p><span></span>But since Turkey is a highly centralised state, there is very little even the mayor of Istanbul can do against a canal that will radically alter the geography of his city. Work on the canal, which was greenlighted at the start of 2020, will involve up to 800 people at any given time, and up to 10,000 people over the project's entire lifetime. Erdogan has pledged use the national budget and if necessary, the national army to finish the canal. </p><p><span></span>The new canal would have a capacity of about 160 vessels a day, comparable to the Bosporus itself. Interesting for Turkey is that the canal will not be subject to the Montreux Convention, meaning that it will have full control over traffic on the canal – and will also be able to charge a fee. But who will want to pay when free passage via the Bosporus remains an option guaranteed by international treaty? Turkey may bet on shipping companies wanting to minimise delays (5). And if that doesn't work, then perhaps those delays could miraculously start getting longer.</p><p>First, however, the canal needs to be built. As of now, no major excavation work seems to have been undertaken yet. And even when the project gets going, economic problems and/or social unrest may still throw a spanner in the works. But if the canal gets dug, then Erdogan will have succeeded where five sultans have not. And his name will be attached to an accomplishment pharaonic in scale, which may remain relevant when much else that animates this century has faded into history. </p><p>But perhaps Erdogan's name will also be associated with a less flattering consequence of the mega-canal. Among the many objections to the canal that are summarily brushed aside by the proponents of the project, is the warning by marine scientists that Kanal Istanbul would upset the complex correspondence of water flows between the Sea of Marmara and the Black Sea. It could leave the former body of water <em>anoxic</em> – deprived of oxygen. That could mean that large parts of the city will be smelling of hydrogen sulfide – an aroma commonly identified with rotten eggs, and in future perhaps with past presidents. </p><p><strong><br></strong></p><p><strong>Strange Maps #1047</strong><br></p><p><em>Got a strange map? Let me know at </em><a href="mailto:strangemaps@gmail.com">strangemaps@gmail.com</a><em>.</em></p><p><br></p><ol><li>The literal translation of Bosporus from the ancient Greek is 'cattle strait', or 'oxford'. In Turkish, the preferred term is Istanbul Boğazı, or simply Boğazı, 'the Strait'.</li><li>For some time after WWII, the Soviets tried to pressure Turkey into granting its navy unrestricted access to the Mediterranean. However, the so-called Turkish Straits Crisis backfired on the Soviets: Turkey eventually abandoned its neutrality and joined NATO.</li><li>See for example the idea for the establishment of a brand-new inland capital for Brazil, which predates Brasilia by well over a century – and which led to a map mystery that is explained in #<a href="https://bigthink.com/strange-maps/brasilia-mystery-map" target="_blank">989</a> and solved in #<a href="https://bigthink.com/strange-maps/brasilia-mystery-solved" target="_blank">990</a>.</li><li>In 2019, the city of Istanbul consumed about 2.8 million m3 of fresh water per day. That's roughly an Olympic swimming pool per second.</li><li>For a large merchant vessel, 'waiting mode' can cost up to $120,000 a day. </li></ol>
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Here’s what traveling could be like after COVID-19
We will travel again, but it will not be the same.
21 May, 2020
Thomas Lohnes/Getty Images
COVID-19 has upended global travel and brought the world to a standstill.
<p>
For the first time in history, close to <a href="https://www.pewresearch.org/fact-tank/2020/04/01/more-than-nine-in-ten-people-worldwide-live-in-countries-with-travel-restrictions-amid-covid-19/" target="_blank">90% of the world's population</a> now lives in countries with travel restrictions. Airlines, travel companies and the tourism sector as a whole are among the most affected businesses. An estimated <a href="https://www.reuters.com/article/us-health-coronavirus-airlines-iata/battered-consumer-confidence-to-slow-airlines-recovery-iata-idUSKCN2231RH" target="_blank">25 million aviation jobs</a> and <a href="https://wttc.org/News-Article/WTTC-now-estimates-over-100-million-jobs-losses-in-the-Travel-&-Tourism-sector-and-alerts-G20-countries-to-the-scale-of-the-crisis" target="_blank">100 million travel and tourism jobs</a> are at risk. Between five and seven years' worth of <a href="https://www.unwto.org/impact-assessment-of-the-covid-19-outbreak-on-international-tourism" target="_blank">industry growth will potentially be lost</a>.
</p><p><a href="https://www.iata.org/en/iata-repository/publications/economic-reports/air-passenger-monthly-analysis---mar-2020/" target="_blank"><img alt="" src="https://assets.weforum.org/editor/w2NEINKGfaQ5sJds1G61xoss0lPnbTuk-Uy1_3L603A.png"></a></p><p>Air passenger volume as measured in revenue passenger kilometres (RPKs). Passenger demand has fallen at an unprecedented rate. (Image: IATA)</p><p>We will travel again, but it will not be the same. Even if borders reopen, travellers must trust that boarding a plane is safe and that they will be able to enter the destination country. New health safety protocols and systems will need to be in place, and these have yet to be defined. As governments and industry plan for recovery in this new context and adapt to changing traveller behaviour, the use of digital identity and biometrics technologies could restore trust while also ensuring a seamless journey. However, these tools will only be effective if users feel that their data is protected. Privacy, consent and transparent data governance must be at the heart of any technical solution.</p><p>
Here are two key areas of transformation in which digital technologies will shape the future of travel.
</p>
<h3>Touchless travel</h3><p>The most immediate and perhaps most visible change will be a shift to touchless travel from airport curbside to hotel check-in. Even with strict cleaning protocols in place, exchanging travel documents and touching surfaces through check-in, security, border control, and boarding still represent a significant risk of infection for both travellers and staff.</p><p>Automation across the entire sector will become the new norm. Biometrics are already a widely accepted solution for identity verification, and their use will become more widespread as physical fingerprint and hand scanners are phased out. More touchless options will come into play including contactless fingerprint, as well as iris and face recognition. Moreover, technology for touchless data-entry such as gesture control, touchless document scanning and voice commands are already being tested. Care must be taken to ensure these technologies are inclusive and to eliminate the risk of potential biases.</p>
<h3>Digital health passports</h3><p>From now on, health could be embedded in every aspect of travel. According to a survey by the International Air Transport Association (IATA), measures such as visible sanitizing, screening and masks all increase passengers' feelings of safety when thinking about travelling after COVID-19.</p><p>To date, there is no standard or agreement on the acceptable level of risk for reopening borders or allowing individuals to travel. Until a vaccine is developed, the focus is shifting to assessing the risk of individual passengers. With the passenger's consent, travel companies and airlines could use personal data such as their age, underlying health conditions and travel history to compile an individual risk profile.</p><p>Efforts to develop health protocols and standards using digital technology for the travel and tourism industry <a href="https://wttc.org/News-Article/WTTC-outlines-what-the-new-normal-will-look-like-as-we-start-to-travel" target="_blank">are still in their initial stages</a>. In the meantime, airlines such as <a href="https://www.emirates.com/media-centre/emirates-becomes-first-airline-to-conduct-on-site-rapid-covid-19-tests-for-passengers/" target="_blank">Emirates are conducting on-site COVID-19</a> testing for passengers. <a href="https://www.ft.com/content/4f4ad557-7ea2-4d75-90e8-22137a939cb8" target="_blank">European airports</a> have begun drawing up industry guidelines for passenger health screening. While not new, the use of thermal cameras at airports is becoming more widespread. A number of symptom-tracking and contact-tracing apps now exist in many countries. Apple and Google are close to finalizing a <a href="https://www.bbc.com/news/technology-52415593" target="_blank">contact-tracing software scheme</a> for developers to build compatible apps.</p><p>New health-screening and tracking tools offer hope of a return to relaxed and confident travel. However, they have also brought privacy and data issues to the forefront of the discussion. Any solutions need to be transparent and secure if travellers are to embrace them. Data should be shared on an 'authorized to know' and 'need to know' basis, with informed consent and in line with applicable regulations.</p>
<h3>The digital traveller</h3><p>Many organisations are already well advanced in their digital journey. This must be accelerated to enable the new normal, help businesses to adapt to changed consumer behaviour and rebuild trust. Integrated digital identity solutions are key to realising touchless travel. They also allow organizations to draw on multiple data points to efficiently assess a person's risk profile, enabling them to manage risks in real time.</p><p>The World Economic Forum's <a href="https://ktdi.org/" target="_blank">Known Traveller Digital Identity</a> initiative is an example of such an approach. This initiative brings together a global consortium of individuals, governments, authorities and the travel industry to facilitate safe and seamless journeys. Consortium partners can access verifiable claims of a traveller's identity data to improve passenger processing and reduce risk. Travellers can manage their own profile, collect digital 'attestations' of their identity data and decide which information to share.</p><p>In a COVID-19 context, a traveller would be able to securely obtain and store trusted, verifiable health credentials such as immunizations or their health status in their digital identity wallets. This would be combined with other trusted, verifiable identity data from public or private entities.</p><p>Testing and health screening at airports is difficult to achieve at scale. Under schemes like Known Traveller Digital Identity, travellers would be able to consent to sharing their identity and health data in advance of the journey, allowing border officials to conduct any required risk assessments in advance of the journey while avoiding queuing and bottlenecks at airports.</p>
<h3>Collaboration is key</h3><p>In this time of unprecedented change, governments and industry have a unique opportunity to redefine travel and build a more sustainable, agile, and resilient industry. This will not be possible without collaboration.</p><p>In the near term, stakeholders will need to cooperate to accelerate the use of digital technologies. Next, they will need to develop a cohesive policy and legal regime around the deployment of digital technologies that balance the protection of civil liberties and public health. The third challenge is to ensure that different digital identity solutions can operate together. The role of organizations such as the World Health Organization, the International Civil Aviation Organization (ICAO) and the International Air Transport Association (IATA) will be critical to align health and aviation priorities, guidelines and policies.</p><p>Paper passports are still required as the main form of identity for travellers. In a contactless world, the adoption of standardized <a href="https://www.icao.int/Meetings/TRIP-Symposium-2019/PublishingImages/Pages/Presentations/Digital%20Travel%20Credentials.pdf" target="_blank">digital travel credentials</a> and initiatives like <a href="https://www.iata.org/en/programs/passenger/one-id/" target="_blank">IATA's ONE ID concept</a>, which promote the use of biometrics for a smoother journey, must be accelerated and adapted to this new context.</p><p>Ultimately, the pandemic is likely to speed up two trends that have been gathering steam for some time. One is seamless travel, where your face and body are your passport. The other is the idea of a decentralized identity. This means the individual is in possession of and controls their identity attributes, such as their date and place of birth and physical characteristics, but also travel history, health information and other data. Combined, these trends will ensure travel is enjoyable, efficient and safe.</p><p>Reprinted with permission of the <a href="https://www.weforum.org/" target="_blank">World Economic Forum</a>. Read the <a href="https://www.weforum.org/agenda/2020/05/this-is-what-travelling-will-be-like-after-covid-19/" target="_blank">original article</a>.</p>
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Ask an astronomer: What was Einstein’s most mind-blowing discovery?
Do space and time really exist? NASA astronomer Michelle Thaller looks at the implications of Einstein's famous equation E=mc2.
05 May, 2020
- NASA astronomer and science communicator Michelle Thaller explains that the real brilliance of Albert Einstein is that he was able to bridge ideas that appeared to others to be in different realms.
- The thing Einstein is most famous for is the equation E=mc2. Thaller explains why that equation is so mind-blowing: Pure energy and matter are the same thing. That means, as humans, we are both made of matter and of pure energy, and as pure energy, we would not experience space or time.
- "I think that, once we really understand this, we're going to be in for some very difficult truths to accept," says Thaller. "It may be that there is no space or time as we know it, really."
Space exploration is the ultimate plan B. Here’s why.
Why did the dinosaurs go extinct? Because they didn't have a space program.
02 May, 2020
- Space exploration is more than just the ultimate adventure, our study and investigation of space yields great scientific rewards, says astronaut Garrett Reisman.
- Earth is wonderful, but it won't last forever, so it's important that we maintain a big picture view to ensure the survival of the human species.
- Exploring space is our ticket to "the ultimate plan B," according to Reisman. If there were to occur a mass extinction event on Earth, the humans that inhabit another planet in our solar system will be the only hope of human survival.
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NASA reveals plans for a base camp near the Moon's south pole
The space agency is ready to establish a base camp by 2024.
06 April, 2020
Photo by Megan Jelinger/SOPA Images/LightRocket via Getty Images
- NASA's Artemis program plans on establishing a base camp on the Moon as soon as 2024.
- After testing technologies and securing resources on the surface of the Moon, NASA plans on exploring Mars.
- A number of robotic missions will first establish the Gateway, the flight path between Earth and the Moon's south pole.
<p>LinkedIn editors recently compiled an <a href="https://www.linkedin.com/pulse/heres-whos-hiring-right-now-andrew-seaman/" target="_blank">extensive round-up</a> of companies hiring during the coronavirus pandemic. The list includes Instacart bringing in 300,000 contract workers, Walmart adding 150,000 workers in its distribution and fulfillment centers, and Lowe's seeking an additional 30,000 employees to fill current demand. Nearly all jobs on offer deal with supply chain management in some capacity. At the very end of the list is an outlier:</p><p style="margin-left: 20px;">"SpaceX is hiring an unknown number of workers as it looks to ramp up production of its Starships."</p><p>While American corporations scramble to keep supplies moving (as well as <a href="https://www.politico.com/interactives/2020/coronavirus-impact-on-low-income-jobs-by-occupation-chart/" target="_blank">potentially endangering</a> workers accepting those jobs), Elon Musk is looking for an escape plan. Then again, the dream of inhabiting other planets and traveling to distant universes seems baked into the human imagination.</p><p>Musk isn't the only one dreaming of a galaxy far, far away. <a href="https://www.nasa.gov/specials/artemis/" target="_blank">NASA's Artemis program</a>, with the more humble goal of developing a consistent presence on the Earth's moon, is full steam—er, solar electric propulsion—ahead with its plan of <a href="https://www.space.com/nasa-plans-artemis-moon-base-beyond-2024.html" target="_blank">setting up camp by 2024</a>. The agency hopes to land the first woman on the Moon's surface that year, with the goal of "sustainable exploration" by 2028. </p><p>This news comes in the wake of a new 13-page report, "<a href="https://www.nasa.gov/sites/default/files/atoms/files/a_sustained_lunar_presence_nspc_report4220final.pdf" target="_blank">NASA's Plan for Sustained Lunar Exploration and Development</a>." NASA believes that in the coming decades, the Moon will "be a source of new scientific advances and economic growth." Once camp is established there, the agency hopes to use the Moon as a launch pad for the next stage in space exploration. </p>
<img type="lazy-image" data-runner-src="https://assets.rebelmouse.io/eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJpbWFnZSI6Imh0dHBzOi8vYXNzZXRzLnJibC5tcy8yMjkxNDMxOS9vcmlnaW4ucG5nIiwiZXhwaXJlc19hdCI6MTY2MDMxMjUwOX0.LMs7WDijHN3huyjo9C9WBjOvG-xsOKOq3A-iIPHO8_k/img.png?width=980" id="2a6ca" class="rm-shortcode" data-rm-shortcode-id="44653b874d1f30e81ff6ac2a16de4d3f" data-rm-shortcode-name="rebelmouse-image" /><p>As NASA Administrator Jim Bridenstine <a href="https://www.nasa.gov/feature/nasa-outlines-lunar-surface-sustainability-concept" target="_blank">commented</a> on April 2:</p><p style="margin-left: 20px;">"After 20 years of continuously living in low-Earth orbit, we're now ready for the next great challenge of space exploration – the development of a sustained presence on and around the Moon. For years to come, Artemis will serve as our North Star as we continue to work toward even greater exploration of the Moon, where we will demonstrate key elements needed for the first human mission to Mars."</p><p>The astronauts will face many hurdles trying to establish a camp near the Moon's south pole, such as radiation shielding, lunar dust, and extremely cold, long lunar nights. Once in place, these brave voyagers will test out new mobility technologies to help prepare humans for the next leap to Mars. </p><p>The report expresses interest in the development of relationships with private industry as well. While international partners are cited, there is an emphasis of America remaining at the forefront of space exploration:</p><p style="margin-left: 20px;">"As other nations steadily increase their presence and spending, American leadership is now called for to lead the next phase of humanity's quest to create a future comprised of endless discovery and growth in the final frontier."</p><p>NASA goes so far to dub this the "Artemis Generation." The agency puts forward a three-domain exploration strategy to coincide with the timeline of this generation. The first is low-Earth orbit, which it wants to open up to commercial operations and for testing new technologies; the second is the Moon, with the goal of long-term robotic explorations "with robust commercial and international partnerships"; and finally, Mars, which by reading over the document amounts to the grand goal of stating, "America was here first."</p>
<img type="lazy-image" data-runner-src="https://assets.rebelmouse.io/eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJpbWFnZSI6Imh0dHBzOi8vYXNzZXRzLnJibC5tcy8yMjkxNDMyMC9vcmlnaW4ucG5nIiwiZXhwaXJlc19hdCI6MTYzNTg4MTY5OH0.Hvs7m_tUc5HlJqii4eI4tcO9EH0XfL9Pssc4IufUXf0/img.png?width=980" id="4ab2f" class="rm-shortcode" data-rm-shortcode-id="bdd0ac6390301fcd5705cc898d7f2e85" data-rm-shortcode-name="rebelmouse-image" /><p>Kicking off this project in 2023 with robots, NASA's ambitions include opening up "terrestrial robotic mining systems and next-generation power storage." The robots will hunt for oxygen and water, or, <a href="https://www.nasa.gov/sites/default/files/atoms/files/a_sustained_lunar_presence_nspc_report4220final.pdf" target="_blank">as they frame it</a>, "extraction of usable resources." The more humans have at the ready, the easier the transition will be. The agency also believes that by intensively researching the Moon we will better understand the evolution of our own planet.</p><p>The first step is the development of the Gateway, the space travel path between Earth and the Moon. This requires numerous robot missions that establish a landing system in order to create a stable pathway for future astronauts to travel. There is political motive here as well: "The Gateway will establish U.S. leadership and a sustained presence in the region between the Moon and Earth."</p><p>Thus far, Canada, Japan, and the European Space Agency have signed on as partners in the development of the Gateway. Russia has expressed interest in contributing an airlock. High priority items include a better understanding of heliophysics, radiation, and space weather. As the initial missions establish these conditions, the plan is to begin launching humans in four years' time. </p><p>Upon establishing the Artemis Base Camp at the south pole, astronauts will spend from one to two months in order to "develop new technologies that advance our national industries and discover new resources that will help grow our economy."</p><p>Though Mars (and beyond) is the long-term goal, the maximization of revenue seems to be the primary driver of this mission. Indefinite exploration of the Moon is in the plan, with the potential for commercial space travel. Besides, as NASA concludes, the moon is only "a relatively manageable 250,000 miles" away. </p><p>And yes, in case you were wondering, the "search for Martian life" is in there. Away we go.</p><p><span></span>--</p><p><em>Stay in touch with Derek on <a href="http://www.twitter.com/derekberes" target="_blank">Twitter</a> and <a href="https://www.facebook.com/DerekBeresdotcom" target="_blank">Facebook</a>. His next book is</em> "Hero's Dose: The Case For Psychedelics in Ritual and Therapy."</p>
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