Shipping in the Canadian arctic other possible climate change scenarios

Wilson, K.; Falkingham, J.; Melling, Humfrey; Abreu, R. De

doi:10.1109/igarss.2004.1370699

Cited by 30 publications

(25 citation statements)

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“…These changes include both increases and decreases in sea ice, and several studies have suggested that GCM predictions of an Arctic free of sea ice may lead to a false sense of optimism regarding the potential exploitation of the NWP for commercial and/or recreational navigation (e.g., Falkingham et al, 2001;Melling, 2002;Howell and Yackel, 2004;Wilson et al, 2004;Howell et al, 2006).…”

Section: Introductionmentioning

confidence: 99%

Multi‐year sea‐ice conditions in the western Canadian arctic archipelago region of the northwest passage: 1968–2006

et al. 2008

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Numerous studies have reported decreases in Arctic sea-ice cover over the past several decades and General Circulation Model (GCM) simulations continue to predict future decreases. These decreases -particularly in thick perennial or multi-year ice (MYI) -have led to considerable speculation about a more accessible Northwest Passage (NWP) as a transit route through the Canadian Arctic Archipelago (CAA RÉSUMÉ [Traduit par la rédaction] De nombreuses études ont signalé des diminutions dans la couverture de glace de mer arctique au cours des dernières décennies et les simulations des modèles de circulation générale (MCG) continuent de prévoir d'autres diminutions. Ces diminutions -en particulier dans la glace de plusieurs années épaisse et pérenne -ont vivement laissé miroiter la possibilité d'un passage du Nord-Ouest (PNO) plus accessible en tant que route pour traverser l'archipel Arctique canadien (AAC). Les archives numériques du Service canadien des glaces (ANSCG) permettent d'étudier l'importation/exportation et la croissance sur place de la glace de plusieurs années dans les segments du PNO situés dans l'ouest de l'AAC de 1968 à 2006. Cette analyse montre que les conditions de glace de plusieurs années dans les segments du PNO situés dans l'ouest de l'AAC sont restées assez stables parce que les régions de Franklin et du détroit de M'Clintock agissent continuellement comme un mécanisme de drain à siphon pour la glace de plusieurs années. Les résultats montrent aussi qu'en plus de la région des îles de la Reine-Élisabeth, l'ouest du détroit de Parry et le détroit de M'Clintock

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Section: Introductionmentioning

confidence: 99%

Multi‐year sea‐ice conditions in the western Canadian arctic archipelago region of the northwest passage: 1968–2006

et al. 2008

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“…Similarly, the effect on navigation routes (hence port placement) due to changes to ocean temperature, ocean circulation and currents, storms and sea ice melt are also of concern. However, the latter is more likely to be important in the northern hemisphere if large parts of the Arctic Ocean no longer have year-round ice cover, then navigation routes will change (Wilson et al 2004, Chapin et al 2006, IPCC 2007a.…”

Section: Infrastructurementioning

confidence: 98%

Vulnerabilities and adaptation of ports to climate change

Nursey‐Bray

Blackwell

Brooks

et al. 2013

Journal of Environmental Planning and Management

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Climate change is anticipated to have a significant impact on coastal infrastructure, including navigational aids and ports. This paper presents the results of a vulnerability assessment of ports in Australia to climate change. Results reveal variable vulnerability in ports in the short and long term in relation to their exposure to climate change. However, this is offset by inherent adaptive capacity both in current climate change initiatives driven by ports, and in the selfconfidence of the industry to be able to adapt. We conclude with a reflection on the implications of these results for future ports analyses.

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“…A large volume of literature exists, but we know of no mention of killer whales previous to the twentieth century. Wilson et al 2004) and allowed a punctuated advancement of killer whales in the region. In addition, all of the typical marine mammal species found in Hudson Bay were known well prior to the nineteenth century (Pinkerton and Doyle 1805) .…”

Section: History Of Killer Whale Use Of Greater Hudson Bay Regionmentioning

confidence: 99%

A Little Less Arctic

Ferguson¹,

Loseto²,

Mallory³

2010

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this work may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, microfilming, recording or otherwise, without written permission from the Publisher, with the exception of any material supplied specifically for the purpose of being entered and executed on a computer system, for exclusive use by the purchaser of the work.Printed on acid-free paper Springer is part of Springer Science+Business Media (www.springer.com) Now, visits by local people from the nearby community at Coral Harbour are rare and usually occur only to conduct tourists or to hunt walrus at the several large haulouts along the coast. We see them no more than twice a season. For weeks at a time our only reminder of the world outside Coats Island is the daily flight from LondonCalgary which passes over us about mid-day. In the past the faint radio voice emanating from the Nunavut Research Institute and its predecessor, the DIAND Iqaluit Laboratory was a daily link to the outside, but since we got a satellite phone it has been our choice to call out, rather than a daily routine. On a crowded planet, northern Hudson Bay stands out as an enduringly uncrowded place.In 1992, I sailed across the northeast corner of Hudson Bay, from Coral Harbour to Ivujivik, via Coats and Mansel islands, in an elderly Peterhead, the Terregluk, crewed by members of the Nakoolak and Alogut families. The weather as we left Coats was calm and clear, with the early morning sun lighting up the steam rising over a great herd of walrus on the Cape Pembroke haul-out. We lingered to photograph the haul-out, but within an hour of heading eastwards the wind rose out of the northeast and the sea kicked up to Beaufort 5. The non-Inuit members began to look a little green. It was at this point that I realised our only navigation aid was a rather battered looking binnacle. There was no chart. At moments such as that you become acutely conscious of how empty a place northern Hudson Bay is.Given the size of the sea that rose quickly the captain could not steer a straight course but had to continually adjust to the waves, now running with them, now taking advantage of some minor amelioration to broadside them. As I watched the needle of the compass swing backwards and forwards over 180° I wondered where on earth we were going to land up and how we would figure out where we were viii Foreword when we did. Ten hours later, after a day of grey skies and lumpen seas, we sighted a nondescript line of shingle and rock on the horizon. As we coasted agonisingly slowly eastwards I finally made out a navigation beacon near the shore and realised that our landfall was precisely as planned, at the northern tip of Mansel Island. Somehow, through that heaving grey waste, with only a gyrating compass needle as guide, Jimmy, our captain, had kept us on course: a reminder that the sea and atmosphere have their signs for those who can read them.Reading the signs is what this book is about. The Hudson Bay region is experiencing ...

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Shipping in the Canadian arctic other possible climate change scenarios

Cited by 30 publications

References 5 publications

Multi‐year sea‐ice conditions in the western Canadian arctic archipelago region of the northwest passage: 1968–2006

Multi‐year sea‐ice conditions in the western Canadian arctic archipelago region of the northwest passage: 1968–2006

Vulnerabilities and adaptation of ports to climate change

A Little Less Arctic

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