Thunder Bay National Marine Sanctuary
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Calgary Montreal Thunder Bay Halifax Saskatoon
working together to create a national movement to strengthen “We all have a blueprint for life…and YOUTHSCAPE IS SUPPORTED BY youth engagement and build resilient communities. if we were just to show each other THE J. W. MCCONNELL FAMILY FOUNDATION AS PART OF A our plans…then maybe the bigger plan embracing bold visions for change! YOUTH ENGAGEMENT STRATEGY can start to change…to adapt to all TO FOSTER INNOVATIVE CHANGE YouthScape is based on the idea that young people can make important our needs…but we must first come AND BUILD RESILIENT contributions to building resilient communities and systems that are inclusive, together…this is the first step.” COMMUNITIES AT BOTH THE adaptable and healthy. Our society does not always support and recognize these LOCAL AND NATIONAL LEVEL. GABRIELLE FELIX & TALA TOOTOOSIS contributions, especially when youth are ‘diverse’, excluded and marginalized YOUTHSCAPE COORDINATORS THE INITIATIVE IS COORDINATED SASKATOON culturally or economically. By encouraging young people to develop their talents, BY THE INTERNATIONAL learn new skills and to become engaged in our communities, INSTITUTE FOR CHILD RIGHTS we can support positive change and make our communities AND DEVELOPMENT (IICRD), community : Thunder Bay, Ontario Thunder Bay stronger. YouthScape is an exciting Canada-wide initiative to AN ORGANIZATION THAT convening organization : United Way Thunder Bay : www.unitedway-tbay.on.ca engage all young people in creating change. building on collective strengths – SUPPORTS CROSS-COMMUNITY LEARNING AND RESEARCH, In this first phase, five YouthScape communities across Canada generating positive change INCREASES LOCAL CAPACITY AND have been selected to develop exciting new projects to create . -
Status and Extent of Aquatic Protected Areas in the Great Lakes
Status and Extent of Aquatic Protected Areas in the Great Lakes Scott R. Parker, Nicholas E. Mandrak, Jeff D. Truscott, Patrick L. Lawrence, Dan Kraus, Graham Bryan, and Mike Molnar Introduction The Laurentian Great Lakes are immensely important to the environmental, economic, and social well-being of both Canada and the United States (US). They form the largest surface freshwater system in the world. At over 30,000 km long, their mainland and island coastline is comparable in length to that of the contiguous US marine coastline (Government of Canada and USEPA 1995; Gronewold et al. 2013). With thousands of native species, including many endemics, the lakes are rich in biodiversity (Pearsall 2013). However, over the last century the Great Lakes have experienced profound human-caused changes, includ- ing those associated with land use changes, contaminants, invasive species, climate change, over-fishing, and habitat loss (e.g., Bunnell et al. 2014; Smith et al. 2015). It is a challenging context in terms of conservation, especially within protected areas established to safeguard species and their habitat. According to the International Union for Conservation of Nature (IUCN), a protected area is “a clearly defined geographical space, recognised, dedicated and managed, through legal or other effective means, to achieve the long-term conservation of nature with associat- ed ecosystem services and cultural values” (Dudley 2008). Depending on the management goals, protected areas can span the spectrum of IUCN categories from highly protected no- take reserves to multiple-use areas (Table 1). The potential values and benefits of protected areas are well established, including conserving biodiversity; protecting ecosystem structures and functions; being a focal point and context for public engagement, education, and good governance; supporting nature-based recreation and tourism; acting as a control or reference site for scientific research; providing a positive spill-over effect for fisheries; and helping to mitigate and adapt to climate change (e.g., Lemieux et al. -
Fast Forward Thunder
Community Report 2001-2003 Mayor Lynn Peterson, Co-Chair Ray Riley, Co-Chair As the new Co-Chair of Fast Fast Forward is the community’s Inside: Forward, it is my privilege to intro- vision for the future and it is the voice duce this report to the community of the citizens of Thunder Bay. It was created through a public consultation Quality of Life 2 and to acknowledge the work of the former co-chair, Ken Boshcoff, dur- initiative in the late ‘90s and the out- ing the years it chronicles. We are come was a planning framework com- Our Community Partners 2 pleased to know we can count on plete with strategic directions, goals Ken’s continued support. and objectives. The role of the Fast Forward partner- Celebrating our As I said in my inaugural address to Successes 3 City Council last month, the building ship and steering committee is: blocks are in place like never before • to bring together community groups for a concrete action plan to benefit sharing common interests. Direction Thunder Bay 4 our community. We have: • to share information with and among • Fast Forward, the community devel- various interest groups. opment plan, which has been endorsed by more than 70 community • to report annually to the citizens on organizations. It provides us with a vision and a general blueprint. the community’s progress in achieving Fast Forward’s goals and objec- • the priorities honed by community leaders at the September tives, a sort of "How are we doing?" Economic Summit. • to fine-tune and adjust the planning framework to stay abreast of • an expanding community pride that comes from a series of remarkable the community’s changing needs. -
Facilities Approved to Export Pelletized Screenings NOTICE This List Changes Frequently
Facilities Approved to Export Pelletized Screenings NOTICE This list changes frequently. Contact the Seed Examination Facility (SEF) for possible updates to the list. [email protected] Phone: 301-313-9332 [email protected] Phone: 301-313-9329 The following facilities are approved to export pelletized screenings to the U.S. using Export Certificate Under CFIA Directive D-11-04. 1. Alliance Grain Terminal 1155 Stewart St. Vancouver, BC V6A 4H4, Canada CFIA Facility Approval Number: CFIA-GSP-01 2. Cargill North Vancouver Terminal 801 Low Level Road North Vancouver, BC V7L 4J5, Canada CFIA Facility Approval Number: CFIA-GSP-02 3. Cascadia Terminal 3333 New Brighton Road Vancouver, BC V5K 5J7, Canada CFIA Facility Approval Number: CFIA-GSP-03 4. Pacific Terminal 1803 Stewart Street Vancouver, BC V5L 5G1, Canada CFIA Facility Approval Number: CFIA-GSP-04 5. Rowland Seeds Inc. 421 1st Avenue South Vauxhall, AB T0K 2K0, Canada CFIA Facility Approval Number: CFIA-GSP-06 6. Superior Elevator 140 Darrel Ave. Thunder Bay, ON P7B 6T8, Canada CFIA Facility Approval Number: CFIA-GSP-07 02/2021 1 7. Viterra Inc. 609 Maureen Street Thunder Bay, ON P7B 6T2, Canada CFIA Facility Approval Number: CFIA-GSP-05 8. G3 Terminal Vancouver 95 Brooksbank Avenue North Vancouver, BC V7J2B9 CFIA Facility Approval Number: CFIA-GSP-08 2 02/2021 Export Certificate Under CFIA Directive D-11-04 Export Certificate Under CFIA Directive D-11-04 Shipment Identification Number ______________ Facility Name Facility Address CFIA Facility Approval Number CFIA - GSP - ** Bin Number This certificate attests thatat the gragrainin screening ppellets in this consignment are not intendedntendednded to be used for planting, and; 1) Meet the processingrocessingcessing rerequirquirementuiremements as outlined in the compliancence agreemenagreementt betweebetween the above facility and the CFIAA ass per Directive D-1D-11-04. -
CP's North American Rail
2020_CP_NetworkMap_Large_Front_1.6_Final_LowRes.pdf 1 6/5/2020 8:24:47 AM 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Lake CP Railway Mileage Between Cities Rail Industry Index Legend Athabasca AGR Alabama & Gulf Coast Railway ETR Essex Terminal Railway MNRR Minnesota Commercial Railway TCWR Twin Cities & Western Railroad CP Average scale y y y a AMTK Amtrak EXO EXO MRL Montana Rail Link Inc TPLC Toronto Port Lands Company t t y i i er e C on C r v APD Albany Port Railroad FEC Florida East Coast Railway NBR Northern & Bergen Railroad TPW Toledo, Peoria & Western Railway t oon y o ork éal t y t r 0 100 200 300 km r er Y a n t APM Montreal Port Authority FLR Fife Lake Railway NBSR New Brunswick Southern Railway TRR Torch River Rail CP trackage, haulage and commercial rights oit ago r k tland c ding on xico w r r r uébec innipeg Fort Nelson é APNC Appanoose County Community Railroad FMR Forty Mile Railroad NCR Nipissing Central Railway UP Union Pacic e ansas hi alga ancou egina as o dmon hunder B o o Q Det E F K M Minneapolis Mon Mont N Alba Buffalo C C P R Saint John S T T V W APR Alberta Prairie Railway Excursions GEXR Goderich-Exeter Railway NECR New England Central Railroad VAEX Vale Railway CP principal shortline connections Albany 689 2622 1092 792 2636 2702 1574 3518 1517 2965 234 147 3528 412 2150 691 2272 1373 552 3253 1792 BCR The British Columbia Railway Company GFR Grand Forks Railway NJT New Jersey Transit Rail Operations VIA Via Rail A BCRY Barrie-Collingwood Railway GJR Guelph Junction Railway NLR Northern Light Rail VTR -
Misery Bay Chapter 2
Existing Conditions The first step in developing a plan to protect the coastal resources of Misery Bay is to establish an accurate representation of existing cultural and environmental features within the study area. This chapter will present a series of maps and associated text to describe key features such as owner type, land uses, vegetation cover types, soils and geology. NEMCOG used information and digital data sets from the Center for Geographic Information, State of Michigan, Michigan Resource Information System, Alpena Township, Alpena County, Natural Resource Conservation Service, and U.S. Geological Survey. Information from the Alpena County Master Plan and Alpena Township Master Plan was used to develop a profile of existing conditions. Field surveys were conducted during 2003. Community Demographics Trends in population and housing characteristics can provide an understanding of growth pressures in a community. Population trends from 1900 and 2000 are summarized in Table 2.1. Population levels have risen and fallen twice in the last 100 years, first in the early part of the century and again in the 1980’s. The 1980 US Census recorded the largest population for Alpena Township and Alpena County at 10,152 and 32,315 respectively. During the 80’s decade, population fell by over five percent and has not climbed back to the 1980 US Census level. Table 2.1 Population Trends Alpena Township and Alpena County, 1900-2000 Alpena Township Alpena County Year Population % Change Population % Change 1900 1,173 --- 18,254 --- 1910 928 -20.9% 19,965 +9.4% 1920 701 -24.5% 17,869 -10.5% 1930 813 +16.0% 18,574 +3.9% 1940 1,675 +106.0% 20,766 +11.8% 1950 2,932 +75.0% 22,189 +6.9% 1960 6,616 +125.6% 28,556 +28.7% 1970 9,001 +36.0% 30,708 +7.5% 1980 10,152 +12.8% 32,315 +5.2% 1990 9,602 -5.4% 30,605 -5.3% 2000 9,788 +1.9% 31,314 +2.3% Source: U.S. -
Line 5 Straits of Mackinac Summary When Michigan Was Granted
Line 5 Straits of Mackinac Summary When Michigan was granted statehood on January 26, 1837, Michigan also acquired ownership of the Great Lakes' bottomlands under the equal footing doctrine.1 However before Michigan could become a state, the United States first had to acquire title from us (Ottawa and Chippewa bands) because Anglo-American law acknowledged that we owned legal title as the aboriginal occupants of the territory we occupied. But when we agreed to cede legal title to the United States in the March 28, 1836 Treaty of Washington ("1836 Treaty", 7 Stat. 491), we reserved fishing, hunting and gathering rights. Therefore, Michigan's ownership of both the lands and Great Lakes waters within the cession area of the 1836 Treaty was burdened with preexisting trust obligations with respect to our treaty-reserved resources. First, the public trust doctrine imposes a duty (trust responsibility) upon Michigan to protect the public trust in the resources dependent upon the quality of the Great Lakes water.2 In addition, Art. IV, § 52 of Michigan's Constitution says "conservation…of the natural resources of the state are hereby declared to be of paramount public concern…" and then mandates the legislature to "provide for the protection of the air, water and other natural resources from 3 pollution, impairment and destruction." 1 The State of Michigan acquired title to these bottomlands in its sovereign capacity upon admission to the Union and holds them in trust for the benefit of the people of Michigan. Illinois Central Railroad Co. v. Illinois, 146 U.S. 387, 434-35 (1892); Nedtweg v. -
Jeox FP)1.0 CANADIAN TRANSPORTATION RESEARCH FORUM Lip LE GROUPE DE RECHERCHES SUR LES TRANSPORTS AU CANADA
jEOX FP)1.0 CANADIAN TRANSPORTATION RESEARCH FORUM Lip LE GROUPE DE RECHERCHES SUR LES TRANSPORTS AU CANADA 20th ANNUAL MEETING PROCEEDINGS TORONTO, ONTARIO MAY 1985 379 THE POTENTIAL IMPACT OF CROW RATE RATIONALIZATION FOR DIVERTING CANADIAN GRAIN EXPORTS THROUGH UNITED STATES GULF PORTS JERRY E. FRUIN LONNIE DICKERSON Department of Agricultural & Applied Economics University of Minnesota, St. Paul, Minnesota BACKGROUND As long as rail rates for Canadian export grain move- ments were restrained by law (the "Crow Rates") to a level substantially below variable costs, there was no incentive for Canadian export grain to be moved by low-cost land or water routes through the United States. However, our pre- vious research (1) indicated that as transport costs in- crease as a result of Crow Rate rationalization, the total logistics costs for some of Canada's export grain shipments could be reduced by utilizing barge transportation on the Mississippi River system or unit trains to deep-water ports on the U.S. Gulf. The objectives of this study were to de- termine the quantities of Canadian export grain that would be moved through the U.S. and the resulting, cost savings if such routes were utilized while minimizing the total logis- tics costs of Canadian grain exports. Our analysis included several combinations of possible rail rate levels and Mis- sissippi barge rate levels. The study looked at actual exports in 1981-82 and projected exports for 1990. Fruin & 1 Dickerson 380 THE GENERAL MODELA/ A linear programming cost minimization transshipment model was constructed. The model provided for moving three export grains from 21 supply regions over five possible routes to North American ports, and then by ocean vessel to 34 importing ports serving 32 importing countries. -
Daily Network Status Report (As of 23:59) 2020-10-19
Daily Network Status Report (As of 23:59) 2020-10-19 Highlights: Loads on Wheels ƕ Loads on wheels declined yesterday returning below the 12,000 car threshold reflecting lower volumes for both CN and CP. Cars Not Moving ƕ The system count of cars not moving increased yesterday for the second straight day climbing to their highest single day total in more than a month at more than 2,200 cars. ƕ The increase yesterday reflects higher counts on both CN and CP with the increase seen on CP doubling that seen on CN. Two days of increasing counts results in this week's levels currently tracking 23% higher than at this point last week. Port Unloads ƕ West coast unloads (1,175) rebounded yesterday reflecting improved unloads at both west coast ports. Thunder Bay unloads remain robust exceeding 450 cars yesterday. Today Change from Percent Change Daily Average Daily Average Percent Change Yesterday from Yesterday (Current Week) (Prior Week to Date) from Prior Week Loads On Wheels Canadian National 6,794 -128 -2% 6,858 6,944 -1% Canadian Pacific 4,820 -198 -4% 4,919 4,569 8% Canadian Shortlines 48 -120 -71% 108 170 -37% US Railways 184 -4 -2% 186 163 14% Total 11,846 -450 -4% 12,071 11,847 2% Loads Not Moving 48+ Hrs Canadian National 1,119 168 18% 1,035 805 29% Canadian Pacific 1,043 372 55% 857 632 36% Canadian Shortlines 39 0 0% 39 126 -69% US Railways 55 24 77% 43 38 13% Total 2,256 564 33% 1,974 1,602 23% Port Unloads Vancouver 973 92 10% 927 992 -7% Prince Rupert 202 97 92% 153 211 -28% Thunder Bay 454 97 27% 405 306 32% Total 1,629 286 21% 1,486 1,509 -2% West Coast Unloads 1,175 189 19% 1,080 1,203 -10% AG TRANSPORT COALITION 1 2020-10-19 Daily Network Status Report (As of 23:59) 2020-10-19 Loads on Wheels Daily traffic levels fell 5% last week as compared to the prior week averaging slightly more than 11,300 cars per day reflecting lower week over week volumes for both railways. -
Geology of Michigan and the Great Lakes
35133_Geo_Michigan_Cover.qxd 11/13/07 10:26 AM Page 1 “The Geology of Michigan and the Great Lakes” is written to augment any introductory earth science, environmental geology, geologic, or geographic course offering, and is designed to introduce students in Michigan and the Great Lakes to important regional geologic concepts and events. Although Michigan’s geologic past spans the Precambrian through the Holocene, much of the rock record, Pennsylvanian through Pliocene, is miss- ing. Glacial events during the Pleistocene removed these rocks. However, these same glacial events left behind a rich legacy of surficial deposits, various landscape features, lakes, and rivers. Michigan is one of the most scenic states in the nation, providing numerous recre- ational opportunities to inhabitants and visitors alike. Geology of the region has also played an important, and often controlling, role in the pattern of settlement and ongoing economic development of the state. Vital resources such as iron ore, copper, gypsum, salt, oil, and gas have greatly contributed to Michigan’s growth and industrial might. Ample supplies of high-quality water support a vibrant population and strong industrial base throughout the Great Lakes region. These water supplies are now becoming increasingly important in light of modern economic growth and population demands. This text introduces the student to the geology of Michigan and the Great Lakes region. It begins with the Precambrian basement terrains as they relate to plate tectonic events. It describes Paleozoic clastic and carbonate rocks, restricted basin salts, and Niagaran pinnacle reefs. Quaternary glacial events and the development of today’s modern landscapes are also discussed. -
February 2021
i bl b i OOLIVERLIVERThe PPAIPOONGEAIPOONGE News Volume 24, Number 2 February 2021 Those Were the Nights that the Lights High Speed Funding Application Went ON in Oliver Paipoonge! Successful! Project to Start in 2021 On January 20th, the Provincial Tbaytel will be handling the pub- Government announced funding lic communications for the project. awards for several broadband pro- Tbaytel has established a project jects in Northwestern Ontario. An information website to provide application submitted by the information to the public, which Municipality for a broadband pro- includes a coverage map and fre- ject was included. quently asked questions (FAQs). The initial application was sub- The website address is: mitted by the Municipality in www.tbaytel.net/fibreexpansion August 2019. Once the initial appli- More information will be posted in cation was approved, the the future. Municipality submitted the final Unfortunately, not every area of application in November 2019. the Municipality is included in the After a reorganization of broadband project. Less densely settled parts of funding programs and a significant the Municipality are not in the cov- increase in the funding envelope by erage area because cost was the A THANK YOU FROM restock their shelves. Thank you to the Provincial Government, a overriding factor in determining the PINEGROVE UNITED CHURCH everyone that came through our review of our application by the coverage area. It is more costly to Pinegrove United Church would Trail of Lights and for your gen- Ministry of Infrastructure resulted in deploy fibre in areas where there are like to to say a big Thank You to erosity. -
The Straits of Mackinac an Exhibit
Imaging the Sacred The Straits of Mackinac an Exhibit MATERIALS ON DISPLAY ARE AVAILABLE FOR CHECKOUT WHEN A SECOND COPY IS HELD BY THE LIBRARY. MORE TITLES MAY BE FOUND ON OUR CATALOG, ANSWERCAT.ORG. CASE ONE, FIRST IMPRESSIONS, 1ST FLOOR ATRIUM Material that imagine the first contact era of the Straits of Mackinac. Carroll, Justin M. The merchant John Askin: furs and empire at British Michilimackinac. East Lansing, MI: Michigan State University Press, 12017. F572.F6 C38 2017 Dunnigan, Brian Leigh A picturesque situation: Mackinac before photography, 1615-1860. Detroit, MI: Wayne State University Press, 2008. F572.M16 D965 2008 Shimizu, Eileen Concannon Michigan Indian place names, the Little Traverse Bay region. MI: E.C. Shimizu, 1977. Michigan Flat File G4111.N8 A8 1977 S55 Tanner, Helen Hornbeck, Et al. Atlas of Great Lakes Indian history/ cartography by Miklos Pinther. Norman, OK: Published for the Newberry Library by the University of Oklahoma Press, 1987. E78.G7 A87 1987 MILITARY, EXPLORATION AND COMMERCE, 2ND FLOOR ATRIUM These three cases hold material portraying the military presence on the Straits from the French era to the American occupation. Before the Bridge and the Grand Hotel, one of the most imaged structures was Fort Michilimackinac. The military forces at the Straits facilitated early exploration and commerce, evidence of which can be found in the archeological record. Most materials in this section are the work of the Mackinac Island State Park Commission or the Mackinac State Historic Parks. Library of Michigan ● 702 W. Kalamazoo St. ● Lansing, MI 48915 ● 517-373-1300 ● www.michigan.gov/libraryofmichigan Page 2 of 13 Armour, David A.