Wednesday, 1 April 2015

The disastrous events that would break the internet


What would it take to bring down the internet? (Getty Images)
What would it take to bring down the internet? (Getty Images)
Could the internet ever be switched off – or destroyed? Chris Baraniuk investigates what it would take to bring down the network we all now rely on.
The internet is unbreakable. At least, we think it is. That’s why when something goes extremely viral, such as pictures of Kim Kardashian’s bottom or #thedress, we joke about it “breaking the internet”. This is because, well, that obviously isn’t going to happen – but we’re searching for some way of exaggerating the impact of the event. It’s a great piece of contemporary hyperbole. But could you really, literally, break the internet? And if so, does anyone really know for sure what would happen next?
A massive attack to bring down the whole internet is actually possible  — Vincent Chan, MIT
Part of the answer lies in London’s Docklands district: nestled just north-east of Canary Wharf is a large, unassuming building. Its grey, monolithic exterior is surrounded by a metal fence and there are security cameras dotted along its windowless walls. No hoardings or signage explains to passers-by what it is, or to whom it belongs. But it houses a substantial node in the internet. It’s called “Linx”, the London Internet Exchange, and it’s one of the biggest points of traffic exchange on the internet anywhere in the world. There are bigger exchanges out there, but not as many as you might think. Matthew Prince, CEO of content delivery network CloudFlare, puts the number of large facilities like Linx at “around 30”.
(Wikipedia/Keithlard/CC BY-SA 3.0)
The home of the London Internet Exchange, one of the most important buildings you've never heard of (Wikipedia/Keithlard/CC BY-SA 3.0)
These buildings, scattered across the globe, are where networks from providers like Virgin or Comcast come together to exchange their traffic. That, after all, is the whole point of an “inter”-net. And if any of them were cut off – by a power cut or earthquake, for instance – we would know about it.
“You would actually see regional disruptions on the internet,” says Prince. “And if you were able to actually take out all 30 of those buildings, the internet itself would probably largely cease to function.”
This sort of doomsday scenario isn’t very likely or feasible, though. These kinds of important internet facilities are extremely well protected, says Jack Waters, CTO of Level 3 – one of a handful of “Tier 1” network providers that are also crucial, because their big and resilient networks help form the backbone of the internet.
“We have surveillance everywhere, we take all the appropriate precautions around barricades and those sorts of things. They are very hardened facilities,” he says. There has never been a known sabotage attempt at one of Level 3’s many buildings, he adds.
(Thinkstock)
What would happen if we cut the cables under the sea? Not as much as you might think (Thinkstock)
Perhaps cutting the links between such places, then, would be an easier way to break the internet? There are uncountable miles of cables wrapped around the globe, and many of the biggest are just lying there unprotected – albeit often underwater. Indeed, cables do sometimes get severed just by accident, for instance during earthquakes or when ships’ anchors slice through them on the seabed. It’s believed that significant internet disruptions in 2008 that affected countries including Egypt werecaused by these sort of cable breaks.
Distributed resilience
But the effects of these failures in the physical infrastructure of the net aren’t as far-reaching as you might think, because they come up against the original designed resilience of the system. It’s people like Paul Baran, a Polish-born American engineer, who we can thank for this. Baran is one of a few people who, way back in the early 1960s, believed a communications network could be designed with significant physical survivability, to withstand even a nuclear attack.
He wrote many fascinating papers about it, but at first no-one took him seriously. It might have stayed like that except for Donald Davies, a Welsh computer scientist, who came up with the same fundamental idea as Baran, completely independently and at almost exactly the same time. Their idea was called “packet-switching” and it describes a communications protocol that breaks messages down into small blocks, or packets. These are fired across a network via the fastest route available – whatever that route is – until they all arrive at their destination, where they are then reassembled. Take out one link in the network, even an important one, and messages can still arrive where they are expected by taking one of the many alternative routes.
(Thinkstock)
To disrupt things, you don't need to cut the cable - just reroute the traffic (Thinkstock)
It’s really clever. “It’s a spectacular architecture when you think about it,” says Waters. “End-to-end communication where the end points don’t care about what is in the middle is a very powerful idea.”
That’s why cutting cables or throwing data centres offline does limited damage to the network at large. Even disconnecting entire regions, like Syria, won’t necessarily restrict internal communications within Syrian networks – though of course access to external websites like Google may no longer be possible.
Eventually, though, people realised that the internet’s wonderful capacity to re-route traffic could be used against it. One such way is a distributed denial of service (DDoS) attack, in which a huge flow of traffic is deliberately sent to servers which can’t cope with the overload. DDoS attacks are becoming more and more common, and they are one of the threats which CloudFlare and other networks are designed to protect their clients against, says Prince. The ultra-high capacity of the CloudFlare network can simply absorb this “bad” traffic and redirect it, so that public websites under attack remain online. But dealing with the problem is getting more difficult all the time.
(Thinkstock)
(Thinkstock)
“We’re definitely seeing an increase in the number of attacks, and an increase in the size and scale of those attacks,” explains Prince. “It becomes so easy to do them that sometimes they’re even used by rival businesses. We saw two feuding day spas the other day that were launching denial of service attacks against each other.”
Border breach
Another major concern is BGP hijacking. BGP stands for “border gateway protocol”. This is a key system which tells internet traffic – those billions of packets – where to go. For a long time it was just assumed that the BGP routers positioned at various points across the network always sent the packets in the right direction. In recent years, however, it emerged that traffic could be surreptitiously re-directed if the destination information logged in the routers got manipulated, perhaps by hackers. Such hijacking would mean that huge swathes of internet data could effectively be stolen, or snooped on by third parties, such as intelligence agencies.
The other potential consequence is that large portions of traffic could get sent to areas of the network that are more easily overwhelmed. Something like this happened a few years ago when Pakistan’s government tried to stop people in the country watching YouTube. BGP routes in Pakistan were changed, but this information was copied around the world. Huge numbers of people couldn’t access YouTube and all the traffic was instead sent to Pakistan, where the network infrastructure was quickly overloaded. It’s even been theorised that overloading routers with BGP updates could knock the entire internet offline.
(Thinkstock)
(Thinkstock)
Re-routed traffic can cause unexpected headaches for the people who try to keep servers and online systems running. One blogger recently investigated what had sent a mail server offline only to discovermistakenly re-routed traffic was the cause. “While looking at IP addresses in my logs, I noticed something interesting: all of this traffic was coming from China,” he wrote.
However, although most of these problems have been known to cause “disruption” – and some could, in theory, break the internet – there’s never been a case where the whole internet has gone down. That doesn’t mean we shouldn’t think about the possibility, though, says Vincent Chan, a professor at the Massachusetts Institute of Technology.
Worst case
“I think a massive attack to bring down the whole internet is actually possible,” he says. He points out that physical attacks on the internet’s infrastructure are unlikely to do much permanent damage. Destroying one node in a 1,000 node network won’t take the whole network down, of course. But what if you find a software vulnerability that affects all 1,000 nodes? Then you’ve got a problem.
“In that case, it’s not a 1,000 point independent failure, it’s only a one point failure,” he says. And Chan points out that there are methods of disrupting the internet that would be very hard to detect. In his lab he’s experimented with “splicing” a data signal and inserting high levels of noise. You could do this, he says, by going to low security junction boxes in remote locations around the world and simply putting a sabotaging black box between the electronics and the fibre optic cables.
(Thinkstock)
(Thinkstock)
“The worst thing to do would be if you put enough noise into the signal so that the system actually is not completely down, but it is so error prone that most of the packets that come through are unreadable,” he explains. “The network would constantly have to ask for retransmission and it might slow down to, say, 1% of its capacity. The people running the network wouldn’t know what hit them. They would just think that it was exceptionally busy.”
Chan thinks there might be some who would be tempted to attack the internet in this way. But the consequences of breaking the internet may not always be properly thought through. “I think there should be discussions of attack and defence of the internet as an entity,” he says. “That’s never been discussed before adequately.”
Dark net
Banks, commerce, government systems, personal communication, appliances – a lot of our modern world relies on the internet staying up. Localised, temporary disruption is little more than a nuisance. But if the internet really went dark, we’d be in trouble.
The real problem, though, is that we don’t know exactly how bad the trouble would be. Danny Hillis, an early pioneer of internet technology,pointed this out to an audience at TED in 2013 (see below).
“Nobody really exactly understands all the things [the internet is] being used for right now,” he commented. “We don’t know what the consequences of an effective denial of service attack on the internet would be.”
Frustratingly, though, because there has never been such a full-scale denial of service, no-one seems too worried about Hillis’s warning that the internet could one day crash. He realised this. “It’s hard to get people to focus on Plan B when Plan A seems to be working so well,” he said.
Since Hillis’s talk there hasn’t been much more debate about this problem. And yet, every day the internet gets bigger and more indispensable. The truth is, we need the internet so much that no-one wants to think about it not being there. But maybe, one day, that may come back to haunt us.
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Is this whale-shaped plane the future of airliners?


AWWA Sky Whale (Oscar Vinals)
AWWA Sky Whale (Oscar Vinals)
Our top 12 stories of 2014 - #2: Airliners have become steadily bigger in an effort to take fit in more passengers and drive down the cost of tickets. Could a new outsized design change the way we fly?
Spotting an Airbus A380 at an airport can still create great excitement. The giant, double-decker plane can seat between 500 and 850 people, depending on how much space is given to space-saving economy class, and how much goes to higher-paying passengers with all that extra leg room. It’s an aviation giant, the biggest passenger-carrying aircraft ever to fly the skies.
But the A380 could be become small fry if another, even more outsized design takes to the skies.
The AWWA Sky Whale is a concept aircraft from Spanish designer Oscar Vinals. With three decks for passengers, it looks like a cross between a tropical fish and a sci-fi space shuttle. Does this huge design herald the future of air travel?
Bigger means better in the world of airliners; the dawn of the jet age brought in the likes of the Boeing 707, an aircraft capable of carrying more passengers quicker and faster than any propeller-driven design. In the ensuing decades, airliners have grown larger and larger. The advent of “jumbo” designs, characterised by Boeing’s 747, meant more passengers per flight, and therefore cheaper seats.
AWWA Sky Whale (Oscar Vinals)
The plane would have swivelling engines for shorter take offs
“Travelling in the Sky Whale could be like a travelling in your private ‘theatre seat’, enjoying what happens around you; hearing some air flow noise, but feeling safe inside a big and intelligent structure,” Vinals says.
The design would use advanced technologies such as self-repairing wings, swiveling engines to enable a near vertical take-off, and hybrid propulsion.
“The engines and batteries are fed by a turbine inside the wings, like a high-speed and powerful dynamo,” says Vinals.
The design also calls for a system to redirect air flow to intake engines and to control laminar flow – in other words, to reduce turbulence around the plane and reduce drag.
None of these technologies are feasible on a large scale at the moment, but all are possible, says Vinals.
“I did this because I am an aerospace and aviation enthusiast – the technology, development and evolution,” he explains. “I would like to contribute, with my vision, about these.”
Perhaps that vision from someone outside the aerospace industry, without preconceptions, is what is needed to revolutionise plane design. Vinals told me he did “years” and “terabytes” of research. It’s an approach that some in the field appreciate.
“I think that’s where these concepts come in,” says Dr Michael Jump, lecturer in aerospace engineering at the University of Liverpool. “It’s people challenging through their imaginations. It’s the engineering community’s opportunity to either say ‘that’s a good idea, let’s try and make it happen’, or ‘it’s less of a good idea, and this is the reason why’”.
He says there are three factors to consider when evaluating the design of an aircraft, collectively known as the Breguet Range equation. This can be used as an estimate of efficiency.
AWWA Sky Whale (Oscar Vinals)
The design would limit turbulence around the wings, thus decreasing drag
They are: propulsive efficiency (how efficient are your engines?); aerodynamic efficiency (is lift maximised and drag minimised?); and structural efficiency (how much payload can you carry?).
Generally airlines want to fly as far as possible, with the biggest load (or largest combined weight of passengers) possible, while using as little fuel as possible. If you can maximise all three, you technically have a better aircraft design. The major airliner manufacturers have made tweaks to this equation, but have largely stayed faithful to a tried-and-trusted design.
“The likes of Boeing and Airbus have a lot of experience of building aircraft that look like a tube and two wings,” says Jump.
“When it comes to a new airframe that they want to design, it makes sense to evolve rather than revolutionise.”
A cylinder is also a structurally efficient way to contain pressure, which aircraft must do to maintain the right air pressure for passengers when flying at high altitude.
Airbus A380 (AFP/Getty Images)
The Airbus A380 (left) is currently the biggest airliner in the world
Mark Drela, professor in the department of aeronautics and astronautics at MIT, agrees. “The airplane fuselage is a pressure vessel,” he says. “It really needs a circular cross section for that. You don’t see scuba diving tanks that are rectangular. If it’s round, then it’s light.” On a plane, of course, weight is everything.
“Airplanes look the way they do, not because of some stylistic decision, but almost entirely for technical reasons,” he says. “Form follows function.”
For that reason, Drela doubts the usefulness of design exercises like this one. “It’s more of a stylistic concept,” he says.
What’s more, for a manufacturer to be able to sell a new aircraft, it has to demonstrate that it is safe. The safety regulations have evolved over a century of manned flight, but with a radical design it would be much harder to demonstrate safety.
“The optimised airplane is like a grand set of compromises, and it’s a colossal exercise to balance everything,” says Drela.
“Airbus went with the huge A380, Boeing put its money on the smaller airplane with 787. And it is not obvious which is the better approach yet.”
But, Vinals says, Albert Einstein might have the last word on this: “Your imagination is your preview of life’s coming attractions”.
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How pickpockets trick your mind


(Getty Images)
(Getty Images)
Our 12 days of Christmas rundown of the top stories of the year continues with #11: Pickpockets use much more than sleight of hand, says Caroline Williams, they hack your brain’s weaknesses.
My mother has eyes in the back of her head. She also taught me from an early age to be suspicious of strange men, especially when they give you presents. Which makes it all the more surprising that a “nice man” bearing flowers managed to swipe 20 euros from her purse, while she was holding it in her hands and looking straight at it.
“He said he was collecting for a church charity so I pulled out a euro,” she explains. “He said “no, no, that’s too much” and offered to look in my purse to find a smaller coin. He must have slid out the 20 euro note at the same time. I didn’t even notice until an hour later. I felt so stupid.”
But she needn’t feel bad. According to neuroscientists our brains come pretty much hard-wired to be tricked, thanks to the vagaries of our attention and perception systems. In fact, the key requirement for a successful pickpocket isn’t having nifty fingers, it’s having a working knowledge of the loopholes in our brains. Some are so good at it that researchers are working with them to get an insight into the way our minds work.
The most important of these loopholes is the fact that our brains are not set up to multi-task. Most of the time that is a good thing – it allows us to filter out all but the most important features of the world around us. But neuroscientist Susana Martinez-Conde, the author of the book Sleights of Mind, says that a good trickster can use it against you. She should know: as a researcher at the Laboratory of Visual Neuroscience in Arizona, she has studied how Las Vegas stage pickpocket Apollo Robbins performs his tricks.
Apollo Robbins (Getty Images)
Stage pickpocket Apollo Robbins (right) bamboozles his victims to steal their possessions (Getty Images)
“When Apollo gets someone on stage,” she says, “he is making them look at things, he is talking to them, he is touching their body, he is coming very close to them and producing an emotional response as he is entering their personal space… It’s complete attentional overload.”
So while sleight of hand helps, it’s as much about capturing all of somebody’s attention with other movements. Street pickpockets also use this effect to their advantage by manufacturing a situation that can’t help but overload your attention system. A classic trick is the ‘stall’, used by pickpocketing gangs all over the world. First, a ‘blocker’, walks in front of the victim (or ‘mark’) and suddenly stops so that the mark bumps into them. Another gang member will be close behind and will bump into both of them and then start a staged argument with the blocker. Amid the confusion one or both of them steal what they can and pass it to a third member of the gang, who quickly makes off with the loot.
(Thinkstock)
(Thinkstock)
“People think it’s about distracting someone by making them look away but it’s actually about directing the mind towards something,” says James Brown, a stage pickpocket and hypnotist based in the UK. “If I wanted you to stop looking at something on the table it’s much easier for me to give you a good reason to look at something else. If I give you two or three things to focus on and the one I want you to avoid isn’t one of them, then that’s even better because now you have the illusion of choice.”
Other tactics are more psychological. Pickpockets tend to hang out near ‘beware of pickpockets’ signs, because the first thing people do when they read it is check they still have their valuables, helpfully giving away where they are. And in my mother’s case, the thief’s best trick was not coming across like a pickpocket. “He was a very nice guy and very personable. Not someone that would cause you to suspect,” she says.
Warning sign (Thinkstock)
Pickpockets loiter near warning signs because people tend to check their possessions - revealing their location (Thinkstock)
Brown thinks confidence plays a major role too. “The biggest ploys used by theatrical pickpockets and the kind of street pickpockets that will actually engage with you, is simply an incredibly alluring display of confidence,” he says.
In theory, he adds, the power of suggestion alone is enough to persuade the most streetwise person to hand over their valuables. In 2009 a Russian bank employee gave over $80,000 of cash to a woman who apparently hypnotised her. “If you’ve got a bit of rapport with somebody and they trust you, it’s easy,” says Brown.

Smart moves
On the stage, specific movements can also trick us. When Apollo Robbins started working with Martinez-Conde he told her that he had a hunch that certain ways he moved his hands seemed to affect how well he could direct a person’s attention.
If Robbins moved his hand through the air in a straight line between two points, he said, it was less effective at holding people’s attention on the end point than moving his hand in an arc motion. An arc motion would make people’s gaze stick to the curving hand and stay there, while a straight line would make their eyes flick back to the beginning and jump between the two.
Sure enough, eye tracking experiments showed that his hunch was right. But why? Martinez-Conde says that it is all down to the way different movements engage the visual system. Following an arc uses an eye movement called ‘smooth pursuit’, where the eye continuously follows an object. A straight line makes the eye move in a ‘saccade’, a fast movement where the eye moves from point A to point B in a fraction of a second.
Hand motion (Flickr/See-ming Lee/CC BY-SA 2.0)
Moving the hand in an arc motion makes people more likely to stay focused on it (Flickr/See-ming Lee/CC BY-SA 2.0)
“When we make a saccade our visual system is blind during the flight of the saccade, so you can see at the beginning and you can see at the end but while the eye is moving you cannot see,” she says. During smooth pursuit, however, there is no blind period, the eyes follow the moving object continuously from start to finish.
One explanation for why this makes us more likely to follow the hand, is that with a straight line, the eyes snap back to the beginning of the movement to try and fill in what the brain didn’t see during the movement. Whatever the explanation, it can be a very useful tool for a pickpocket. “Depending on what the pickpocket is interested in he may engage one or another type of motion, with or without engaging the person’s attention,” she says.
Dirty tricks
Of course, if you want to play with someone’s powers of perception, a good time to try would be late at night when after a few drinks everything is already a little fuzzy. Brown says he spent a particularly fascinating night observing pickpockets outside nightclubs in London’s Trafalgar Square. 
“They employ some clever tactics. A classic is that a girl comes up to you outside of a club and starts talking to you and as she’s doing it she starts rocking very gently. And the person thinks they are rocking so they compensate and start rocking and fall over. And she’s very kind and she helps you up and maybe her friend helps, too. You stumble off and the next morning you realise your watch has gone and your wallet is gone, everything’s gone.”
(Thinkstock)
(Thinkstock)
Having said all that, Brown is keen to point out that most thefts are opportunistic. “Having spent some time with the Romanian pickpocket gangs in London Bridge, it was fascinating to see how the level of skill is far less than you think. There’s a danger that these people are portrayed as being so skilled that it becomes almost endearing and elegant. Most of these people aren’t that at all, they are mostly opportunistically thieves.”
But, he warns, they are opportunistic enough to keep up with new technology. In the not too distant future, hacking contactless debit cards could prove just as fruitful for thieves as hacking our minds.
“Rather than take your wallet and get £50-60 and run the risk of being caught, why not walk through a busy place and just tap everybody’s pocket? If you took £19.99 off everybody, which is the limit of the contactless cards, that would be a very lucrative day right there. It’s all a little bit frightening.”
Still, knowing about all these tricks can make you a little less likely to have your valuables pilfered. At the very least, Brown says, it’s an idea not to zone out too much in public. “A street thief will avoid like the plague people who are demonstrating a very open awareness of their environment. The man on the tube who is looking around, being very aware, they won’t go anywhere near,” And as my mother would no doubt remind you, it’s also an idea to keep away from strangers with flowers.
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How do you dismantle a nuclear submarine?


(Credit: AFP/Getty Images)
(Credit: AFP/Getty Images)
When nuclear-powered submarines reach the end of their lives, dismantling them is a complicated and laborious process. Paul Marks investigates.
Nuclear submarines have long been a favourite in popular fiction. From movies such as The Hunt for Red October to long-running TV series like Voyage to the Bottom of the Sea, they have always been portrayed as awesome instruments of geopolitical power gliding quietly through the gloomy deep on secret, serious missions.
An aquarium of radioactive junk — The Kara Sea, a submarine graveyard
But at the end of their useful lives the subs essentially become floating nuclear hazards, fizzing with lethal, spent nuclear fuel that's extremely hard to get out. Nuclear navies have had to go to extraordinary lengths to cope with their bloated and ageing Cold War fleets of hunter-killer and ballistic missile nuclear subs.
(Credit: Science Photo Library)
(Credit: Science Photo Library)
As a result, some of the strangest industrial graveyards on the planet have been created – stretching from the US Pacific Northwest, via the Arctic Circle to Russia’s Pacific Fleet home of Vladivostok.
These submarine cemeteries take many forms. At the filthy end of the spectrum, in the Kara Sea north of Siberia, they are essentially nuclear dumping grounds, with submarine reactors and fuel strewn across the 300m-deep seabed. Here the Russians appear to have continued, until the early 1990s, disposing of their nuclear subs in the same manner as their diesel-powered compatriots: dropping them into the ocean.
Rusting remains
The diesel sub scrapyard in the inlets around Olenya Bay in north-west Russia's arctic Kola Peninsula is an arresting sight: rusted-through prows expose torpedo tubes inside, corroded conning towers keel over at bizarre angles and hulls are burst asunder, like mussels smashed on rocks by gulls.
The Soviets turned the Kara Sea into "an aquarium of radioactive junk" says Norway’s Bellona Foundation, an environmental watchdog based in Oslo. The seabed is littered with some 17,000 naval radioactive waste containers, 16 nuclear reactors and five complete nuclear submarines – one has both its reactors still fully fuelled.
(Credit: Bellona Foundation)
Russian reactors have been stored in the harbour at Vladivostok (Credit: Bellona Foundation)
The Kara Sea area is now a target for oil and gas companies – and accidental drilling into such waste could, in principle, breach reactor containments or fuel rod cladding, and release radionuclides into the fishing grounds, warns Bellona's managing director Nils Bohmer.
Official submarine graveyards are much more visible: you can even see them on Google Maps or Google Earth. Zoom in on America's biggest nuclear waste repository in Hanford, WashingtonSayda Bay in the arctic Kola Peninsula, or the shipyards near Vladivostok and you'll see them. There are row after row of massive steel canisters, each around 12m long. They are lined up in ranks in Hanford's long, earthen pits awaiting a future mass burial, sitting in regimented rows on a Sayda Bay dockside, or floating on the waters of the Sea of Japan, shackled to a pier at the Pavlovks sub base near Vladivostok.
Drained and removed
These canisters are all that remain of hundreds of nuclear subs. Known as "three-compartment units" they are the sealed, de-fuelled reactor blocks produced in a decommissioning process perfected at the US Department of Defense's Puget Sound Naval Shipyard in Bremerton, Washington.
It’s a meticulous process. First, the defunct sub is towed to a secure de-fuelling dock where its reactor compartment is drained of all liquids to expose its spent nuclear fuel assemblies. Each assembly is then removed and placed in spent nuclear fuel casks and put on secure trains for disposal at a long-term waste storage and reprocessing plant. In the US, this is the Naval Reactor Facility at the sprawling Idaho National Laboratory, and in Russia the Mayak plutonium production and reprocessing plant in Siberia is the final destination.
(Credit: Getty Images)
(Credit: Getty Images)
Although the reactor machinery – steam generators, pumps, valves and piping – now contains no enriched uranium, the metals in it are rendered radioactive by decades of neutron bombardment shredding their atoms. So after fuel removal, the sub is towed into dry dock where cutting tools and blowtorches are used to sever the reactor compartment, plus an emptied compartment either side of it, from the submarine's hull. Then thick steel seals are welded to either end. So the canisters are not merely receptacles: they are giant high-pressure steel segments of the nuclear submarine itself – all that remains of it, in fact, as all nonradioactive submarine sections are then recycled.
Russia also uses this technique because the West feared that its less rigorous decommissioning processes risked fissile materials getting into unfriendly hands. At Andreeva Bay, near Sayda, for instance, Russia still stores spent fuel from 90 subs from the 1960s and 1970s, for instance. So in 2002, the G8 nations started a 10-year, $20bn programme to transfer Puget Sound's decommissioning knowhow to the Russian Federation. That involved vastly improving technology and storage at their de-fuelling facility in Severodvinsk and their dismantling facility, and by building a land-based storage dock for the decommissioned reactors.
Floating menace
Safer land-based storage matters because the reactor blocks had been left afloat at Sayda Bay, as the air-filled compartments either side of the reactor compartment provide buoyancy, says Bohmer. But at Pavlovks, near Vladivostok, 54 of the canisters are still afloat and at the mercy of the weather.
Decommissioning this way is not always possible, however, says Bohmer. Some Soviet subs had liquid metal cooled reactors – using a lead-bismuth mixture to remove heat from the core – rather than the common pressurised water reactor (PWR). In a cold, defunct reactor the lead-bismuth coolant freezes, turning it into an unwieldy solid block. Bohmer says two such submarines are not yet decommissioned and have had to be moved to an extremely remote dockyard at Gremikha Bay – also on the Kola Peninsula – for safety's sake.
(Credit: Science Photo Library)
When nuclear submarines reach the end of their lives, some of their hulks remain dangerously radioactive (Credit: Science Photo Library)
Using the three-compartment-unit method, Russia has so far decommissioned 120 nuclear submarines of the Northern Fleet and 75 subs from its Pacific Fleet. In the US, meanwhile, 125 Cold War-era subs have been dismantled this way. France, too, has used the same procedure. In Britain, however, Royal Navy nuclear subs are designed so that the reactor module can be removed without having to sever compartments from the midsection. "The reactor pressure vessel can be removed in one piece, encased, transported and stored," says a spokesman for the UK Ministry of Defence.
However Britain's plans to decommission 12 defunct submarines stored at Devonport in the south of England and seven at Rosyth in Scotland won't happen any time soon as the government still has to decide which of five possible UK sites will eventually store those pressure vessels and spent fuel. This has raised community concerns as the numbers of defunct nuclear-fuelled subs is building up at Devonport and Rosyth, asBBC News reported last year.
Water fears
Environmental groups have also raised concerns about fuel storage in the US. The Idaho National Lab has been the ultimate destination for all US Navy high-level spent fuel since the first nuclear sub, USS Nautilus, was developed in 1953. "The prototype reactor for the USS Nautilus was tested at INL and since then every scrap of spent fuel from the nuclear navy has ended up in Idaho. It is stored above the upstream end of the Snake River Aquifer, the second largest unified underground body of water on the North American continent," says Beatrice Brailsford of the Snake River Alliance, an environmental lobby group.
"The spent fuel is stored above ground, but the rest of the waste is buried above the aquifer and that practice may continue for another half century. It is a source of concern for many people in Idaho." It's not only the aquifer's fresh water that's at risk: the state’s signature crop, potatoes, would also be affected.
(Credit: Science Photo Library)
(Credit: Science Photo Library)
Even with high security, radioactive material can occasionally escape – sometimes in bizarre ways. For instance both INL and Hanford have suffered unusual radiation leaks from tumbleweeds blowing into waste cooling ponds, picking up contaminated water, and then being blown over the facility's perimeter by the wind.
The expensive, long-term measures that have to be taken to render a defunct nuclear sub safe don’t seem to deter military planners from building more vessels. "As far as the US is concerned there is no indication that the Navy believes nuclear submarines have been anything less than a stellar success and replacements for the major submarine classes are in the works." says Edwin Lyman, nuclear policy analyst at the Union of Concerned Scientists, a pressure group, in Cambridge, Massachusetts.
(Credit: Science Photo Library)
The Russian Navy is planning to launch several new submarines (Credit: Science Photo Library)
The US is not alone: Russia has four new nuclear subs under construction at Severodvinsk and may build a further eight before 2020. "Despite limited budgets Russia is committed to building up its nuclear fleet again," says Bohmer. China is doing likewise.
The submarine graveyards and spent fuel stores, it appears, will continue to be busy.
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(Credit: Getty Images)
(Credit: Getty Images)

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