Here’s how climate change on Greenland will affect us all

Cracks in the ice sheet. Image: Getty.

 The largest wildfire ever recorded in Greenland was recently spotted close to the west coast town of Sisimiut, not far from Disko Island where I research retreating glaciers. The fire has captured public and scientific interest – not just because its size and location came as a surprise, but also because it is yet another signpost of deep environmental change in the Arctic.

Greenland is an important cog in the global climate system. The ice sheet which covers 80 per cent of the island reflects so much of the sun’s energy back into space that it moderates temperatures through what is known as the “albedo effect”. And since it occupies a strategic position in the North Atlantic, its meltwater tempers ocean circulation patterns.

Most of Greenland is covered by more than a kilometre of ice. Image: Eric Gaba/NGDC/creativecommons.

But Greenland is especially vulnerable to climate change, as Arctic air temperatures are currently rising at twice the global average rate. Environmental conditions are frequently setting new records: “the warmest”, “the wettest”, “the driest”.

Despite its size, the fire itself represents only a snapshot of Greenland’s fire history. It alone cannot tell us about wider Arctic climate change.

But when we superimpose these extraordinary events onto longer-term environmental records, we can see important trends emerging.

The ice sheet is melting

Between 2002 and 2016, the ice sheet lost mass at a rate of around 269 gigatonnes per year. One gigatonne is onebn tonnes. One tonne is about the weight of a walrus.

During the same period, the ice sheet also showed some unusual short-term behaviour. The 2012 melt season was especially intense – 97 per cent of the ice sheet experienced surface melt at some point during the year. Snow even melted at its summit, the highest point in the centre of the island where the ice is piled up more than 3km above sea level.

Change in total mass of the Greenland Ice Sheet (in Gt) from 2002 to 2016. Red crosses indicate the values every April. Image: NOAA.

In April 2016 Greenland saw abnormally high temperatures and its earliest ever “melt event” (a day in which more than 10 per cent of the ice sheet has at least 1mm of surface melt). Early melting doesn’t usher in a period of complete and catastrophic change – the ice won’t vanish overnight. But it does illustrate how profoundly and rapidly the ice sheet can respond to rising temperatures.

Permafrost is thawing

Despite its icy image, the margins of Greenland are actually quite boggy, complete with swarms of mosquitoes. This is the “active layer”, made up of peaty soil and sediment up to two metres thick, which temporarily thaws during the summer. The underlying permafrost, which can reach depths of 100m, remains permanently frozen.

Fighting off the mosquitos in boggy Greenland. Image: Kathryn Adamson/author provided.

In Greenland, like much of the Arctic, rising temperatures are thawing the permafrost. This means the active layer is growing by up to 1.5cm per year. This trend is expected to continue, seeing as under current IPCC predictions, Arctic air temperatures will rise by between 2.0°C and 7.5°C this century.

Arctic permafrost contains more than 1,500bn tonnes of dead plants and animals (around 1,500bn walrus equivalent) which we call “organic matter”. Right now, this stuff has been frozen for thousands of years. But when the permafrost thaws this organic matter will decay, releasing carbon and methane (another greenhouse gas) into the atmosphere.

If thawing continues, it’s estimated that by 2100 permafrost will emit 850-1,400bn tonnes of CO₂ equivalent (for comparison: total global emissions in 2012 was 54bn tonnes of CO₂ equivalent). All that extra methane and carbon of course has the potential to enhance global warming even further.

With this in mind, it is clear to see why the recent wildfire, which was burning in dried-out peat in the active layer, was especially interesting to researchers. If Greenland’s permafrost becomes increasingly degraded and dry, there is the potential for even bigger wildfires which would release vast stores of greenhouse gases into the atmosphere.

Species are adapting to a changing ecosystem

Major changes in the physical environment are already affecting the species that call Greenland home. Just look at polar bears, the face of Arctic climate change. Unlike other bears, polar bears spend most of their time at sea, which explains their Latin name Ursus maritimus. In particular they rely on sea ice as it gives them a deep-water platform from which to hunt seals.

However, since 1979 the extent of sea ice has decreased by around 7.4 per cent per decade due to climate warming, and bears have had to adjust their habitat use. With continued temperature rise and sea ice disappearance, it’s predicted that populations will decline by up to 30 per cent in the next few decades, taking the total number of polar bears to under 9,000.

I have considered only a handful of the major environmental shifts in Greenland over the past few decades, but the effects of increasing temperatures are being felt in all parts of the earth system. Sometimes these are manifest as extreme events, at others as slow and insidious changes.

The ConversationThe different parts of the environmental jigsaw interact, so that changes in one part (sea ice decline, say) influence another (polar bear populations). We need to keep a close eye on the system as a whole if we are to make reliable interpretations – and meaningful plans for the future.

Kathryn Adamson is a senior lecturer in physical geography at Manchester Metropolitan University.

This article was originally published on The Conversation. Read the original article.


Everything you ever wanted to know about the Seoul Metro System but were too afraid to ask

Gwanghwamoon subway station on line 5 in Seoul, 2010. Image: Getty.

Seoul’s metro system carries 7m passengers a day across 1,000 miles of track. The system is as much a regional commuter railway as an urban subway system. Without technically leaving the network, one can travel from Asan over 50 miles to the south of central Seoul, all the way up to the North Korean border 20 miles north of the city.

Fares are incredibly low for a developed country. A basic fare of 1,250 won (about £1) will allow you to travel 10km; it’s only an extra 100 won (about 7p) to travel every additional 5km on most lines.

The trains are reasonably quick: maximum speeds of 62mph and average operating speeds of around 20mph make them comparable to London Underground. But the trains are much more spacious, air conditioned and have wi-fi access. Every station also has protective fences, between platform and track, to prevent suicides and accidents.

The network

The  service has a complex system of ownership and operation. The Seoul Metro Company (owned by Seoul City council) operates lines 5-8 on its own, but lines 1-4 are operated jointly with Korail, the state-owned national rail company. Meanwhile, Line 9 is operated jointly between Trans-Dev (a French company which operates many buses in northern England) and RATP (The Parisian version of TfL).

Then there’s Neotrans, owned by the Korean conglomerate Doosan, which owns and operates the driverless Sinbundang line. The Incheon city government, which borders Seoul to the west, owns and operates Incheon Line 1 and Line 2.

The Airport Express was originally built and owned by a corporation jointly owned by 11 large Korean firms, but is now mostly owned by Korail. The Uijeongbu light railway is currently being taken over by the Uijeongbu city council (that one’s north of Seoul) after the operating company went bankrupt. And the Everline people mover is operated by a joint venture owned by Bombardier and a variety of Korean companies.

Seoul’s subway map. Click to expand. Image: Wikimedia Commons.

The rest of the lines are operated by the national rail operator Korail. The fare structure is either identical or very similar for all of these lines. All buses and trains in the region are accessible with a T-money card, similar to London’s Oyster card. Fares are collected centrally and then distributed back to operators based on levels of usage.


The Korean government spends around £27bn on transport every year: that works out at 10 per cent more per person than the British government spends.  The Seoul subway’s annual loss of around £200m is covered by this budget.

The main reason the loss is much lower than TfL’s £458m is that, despite Seoul’s lower fares, it also has much lower maintenance costs. The oldest line, Line 1 is only 44 years old.

Higher levels of automation and lower crime rates also mean there are fewer staff. Workers pay is also lower: a newly qualified driver will be paid around £27,000 a year compared to £49,000 in London.

New infrastructure is paid for by central government. However, investment in the capital does not cause the same regional rivalries as it does in the UK for a variety of reasons. Firstly, investment is not so heavily concentrated in the capital. Five other cities have subways; the second city of Busan has an extensive five-line network.

What’s more, while investment is still skewed towards Seoul, it’s a much bigger city than London, and South Korea is physically a much smaller country than the UK (about the size of Scotland and Wales combined). Some 40 per cent of the national population lives on the Seoul network – and everyone else who lives on the mainland can be in Seoul within 3 hours.

Finally, politically the biggest divide in South Korea is between the south-west and the south-east (the recently ousted President Park Geun-Hye won just 11 per cent of the vote in the south west, while winning 69 per cent in the south-east). Seoul is seen as neutral territory.  


A driverless train on the Shinbundang Line. Image: Wikicommons.

The system is far from perfect. Seoul’s network is highly radial. It’s incredibly cheap and easy to travel from outer lying areas to the centre, and around the centre itself. But travelling from one of Seoul’s satellite cities to another by public transport is often difficult. A journey from central Goyang (population: 1m) to central Incheon (population: 3m) is around 30 minutes by car. By public transport, it takes around 2 hours. There is no real equivalent of the London Overground.

There is also a lack of fast commuter services. The four-track Seoul Line 1 offers express services to Incheon and Cheonan, and some commuter towns south of the city are covered by intercity services. But most large cities of hundreds of thousands of people within commuting distance (places comparable to Reading or Milton Keynes) are reliant on the subway network, and do not have a fast rail link that takes commuters directly to the city centre.

This is changing however with the construction of a system modelled on the Paris RER and London’s Crossrail. The GTX will operate at maximum speed of 110Mph. The first line (of three planned) is scheduled to open in 2023, and will extend from the new town of Ilsan on the North Korean border to the new town of Dongtan about 25km south of the city centre.

The system will stop much less regularly than Crossrail or the RER resulting in drastic cuts in journey times. For example, the time from llsan to Gangnam (of Gangnam Style fame) will be cut from around 1hr30 to just 17 minutes. When the three-line network is complete most of the major cities in the region will have a direct fast link to Seoul Station, the focal point of the GTX as well as the national rail network. A very good public transport network is going to get even better.