DOCSLIB.ORG

Without Prejudice

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Without Prejudice P.O. Box 509 Tel: (819) 964 – 0888 Kuujjuaq Fax: (819) 964 – 0241 Quebec Email: [email protected] J0M 1C0 Website: www.nmrirb.ca WITHOUT PREJUDICE Friday June 6th, 2012 The Honourable John Duncan Aboriginal Affairs and Northern Development Canada Terrasses de la Chaudière 10 Wellington, North Tower Gatineau, Quebec K1A 0H4 Sent via electronic mail: [email protected]; [email protected] Re: Baffinland Iron Mine Corp.’s Mary River Iron Ore Project Dear Honourable Minister John Duncan, The Nunavik Marine Region Impact Review Board (NMRIRB) and the Nunavik Marine Region Planning Commission (NMRPC) are institutions of public government established pursuant to the Nunavik Inuit Land Claims Agreement (NILCA) and the associated Nunavik Inuit Land Claims Agreement Act. The primary functions of the NMRIRB are, amongst others, to gauge and define the extent of the regional impacts of a project, to screen project proposals and to review the ecosystemic and socio- economic impacts of the same. The functions of the NMRPC include the development and implementation of land use plans and the determination of the conformity of project proposals with such plans. The Mary River project proposal of Baffinland Iron Mines Corporation (BIMC) involves a rate of shipping that is unprecedented in the North and will undoubtedly impact the Nunavik Marine Region (NMR). The NMRIRB and NMRPC have great concerns respecting not only the impacts of the Mary River project in itself, but also regarding the cumulative impact of the Mary River project in relation to other activities, actual or projected, in the NMR. Our understanding is that those concerns are shared by Federal authorities1. 1 In a science advisory report, number 2011/65, dated March 2012 and entitled “Technical Review of Baffinland’s Mary River Project draft environmental impact assessment” prepared for Fisheries and Oceans Canada, the Canadian Science Advisory Secretariat mentions that : “Although the draft EIS indicates that the ships will follow established shipping routes, for the most part the established routes through Hudson Strait are in the Nunavik Marine region of the Northern Québec. The draft EIS suggest that icebreaking activities in Hudson Strait would not impact marine mammals because no adverse effects have been documented from other shipping activity in this area. However, between 2005 and 2008 the number of ships arriving at Deception Bay for the Raglan Mine only numbered between four and nine per year. Therefore the size and frequency of 1 P.O. Box 509 Tel: (819) 964 – 0888 Kuujjuaq Fax: (819) 964 – 0241 Quebec Email: [email protected] J0M 1C0 Website: www.nmrirb.ca However, although: 1. scientific analysis made publicly available by Fisheries and Oceans Canada (DFO), including the Final Intervention Comments to the Nunavut Impact Review Board (NIRB)2, the proceedings of the Technical Review for the Mary River project3, and the research document of the Canadian Science Advisory Secretariat4 repeatedly outlines the significant potential impacts of the Mary River project on the Hudson Strait and the NMR, and criticizes the evaluation made by BIMC of various aspects of the project which will undeniably impact the NMR, such as the risks to marine mammals, the necessary deviations from the shipping routes, cumulative effects, the environmental effect of potential oil spills and the impact of the project on Inuit harvesting rights; 2. documents made available by DFO have repeatedly discussed the need to involve Nunavik5; and 3. the key issues for consideration at the Final Hearing for the NIRB final review of the Mary River project, identified by NIRB in a communication dated May 11, 2012, include many issues impacting the NMR (such as the potential for accidents and malfunctions associated with proposed marine transport, the adequacy of marine baseline information, the management of ballast water, the potential impacts to marine mammals and Inuit harvesting, the potential for transboundary impacts associated with shipping activities, etc.); neither BIMC nor any Federal authority has formally consulted with the NMRIRB or the NMRPC regarding the Mary River project, as should have been the case, pursuant to the provisions of the NILCA and the duties of the Crown. We believe, based on our reading of the scientific analyses mentioned above, that impacts on the NMR that are significant have not been given sufficient consideration. We, of the NMRIRB and the NMRPC, have great concerns regarding the potential impacts of the Mary River project on the existing and future well-being of the Inuit of Nunavik, as well as on the ecosystemic integrity of the NMR. ore carriers that would travel through Hudson Strait and Foxe Bassin for the Mary River Project would greatly exceed any current shipping activities in Nunavut or Nunavik. Moreover, the existing southerly routes avoid the biologically sensitive polynyas as of the south coast of Baffin Island. For this reason, the impacts of shipping in Hudson Strait on marine mammals should be thoroughly assessed. In summary, it is clear that shipping is likely to occur west of Koch, Rowley, and the Spicer islands, as well as north of Mill island at the western end of Hudson Strait, and in Nunavik waters. Given most of these shipping routes are new, not existing, and the scope of proposed shipping activity is significantly greater than current levels, and impact assessment for all probable shipping routes should be undertaken. ” 2 Dated May 30, 2012. 3 Which took place in March and September, 2011. 4 Number 2011/086. 5 For instance, page 2 of the proceedings mention that: “Community consultations were confined to Nunavut, as the Proponent argued that they would not use shipping routes in Nunavik. However, as participants pointed out, the range of underwater noise propagation for the cape size carriers is 250km, therefore the sound of ships would affect the marine environment of Nunavik. The effects of sound transmission, transboundary issues associated with marine mammals, and risks associated with catastrophic events such as large fuel spills also require the inclusion of Nunavik in the EIS assessment. The Regional Study Area includes Hudson Strait thus, again, Nunavik must be involved.” 2 P.O. Box 509 Tel: (819) 964 – 0888 Kuujjuaq Fax: (819) 964 – 0241 Quebec Email: [email protected] J0M 1C0 Website: www.nmrirb.ca This letter therefore serves as formal request to the Federal authorities that the NILCA processes be followed and that the Mary River project be submitted to the NMRIRB and the NMRPC for review and screening. We trust that the Federal authorities will support the NMRIRB and the NMRPC and ensure that the Federal Government’s obligations are fulfilled. Specifically, until the NILCA processes are followed, NMRIRB and NMRPC request that no licence or approval required in order to allow the Mary River project to proceed be issued. Given the advanced state of the NIRB assessment of impacts on the Nunavut Settlement Area of the proposed Mary River project, we request an answer to this letter by July 11th, 2012. We look forward to receiving your response. Sincerely, Mr. Putulik Papigatuk Mr. Henry Alayco Chairperson Chairperson Nunavik Marine Region Impact Review Board Nunavik Marine Region Planning Commission c.c. Margaux Brisco - Aboriginal Affairs and Northern Development Canada Mark Dahl - Environment Canada Derrick Moggy - Fisheries and Oceans Canada Doug Soloway - Transport Canada Marc Gregoire - Canadian Coast Guard Kelly Senkiw - Health Canada Cindy Parker - Canadian Environmental Assessment Agency Amie Baker - Natural Resources Canada Ryan Barry - Nunavut Impact Review Board Johnny Oovaut - Nunavik Marine Region Wildlife Board Cathy Towtongie - Nunavut Tunngavik Inc. Navarana Beveridge - Qikiqtani Inuit Association William Napier - Baffinland Iron Mines Corporation Michael T. Zurowski - Baffinland Iron Mines Corporation Jobie Tukkiapik - Makivik Corporation Johnny Peters - Makivik Corporation Adamie Delisle Alaku - Makivik Corporation Stas Olpinski - Makivik Corporation 3 .
Load more

Recommended publications
  • NSF/UNOLS Arctic Icebreaker Coordinating Committee (AICC) Meeting June 22, 2020
    NSF/UNOLS Arctic Icebreaker Coordinating Committee (AICC) Meeting June 22, 2020 Canadian NW Passage: Research Outreach Background & Recommendations Phil McGillivary, USCG PACAREA & Icebreaker Science Liaison email: [email protected] Outline: • Principal Towns & Research Centers in Inuit Nunangat • Research Coordination with Inuit, Nunavut: Recommendations, POCs, and prior CG outreach • Downlink locations planned by Quintillion for fiber optic/Internet along NWP • Marine Protected areas along Canadian NW Passage Distribution of Communities & Research Stations along NWP Grise Fjord Sachs Harbor Resolute Pond Inlet Tuktoyaktuk Arctic Bay Clyde River Holman Paulatuk Igloolik Cambridge Bay Gjoa Haven Iqaluit Research Coordination: Canadian National Recommendations • Consult the Canadian National Inuit Strategy on Research (Inuit Tapiriit Kanatami): https://www.itk.ca/wp-content/uploads/2018/03/National-Inuit-Strategy-on-Research.pdf • This outlines the different regions for research licenses, which may have different regulations/requirements. The regions are: • Inuvialuit Settlement Region (ISR): the westernmost area, with licenses granted by the Aurora Research Institute (ARI) • Nunavut, central area, with licenses granted by the Nunavut Research Institute (NRI) • Nunavik, easternmost area, with licenses granted by the Nunavik Research Centre (or others depending on type of research, eg human health is another group • Appendix A in this document includes a list of all Research Stations in these areas (shown in previous slide •
    [Show full text]
  • Transits of the Northwest Passage to End of the 2020 Navigation Season Atlantic Ocean ↔ Arctic Ocean ↔ Pacific Ocean
    TRANSITS OF THE NORTHWEST PASSAGE TO END OF THE 2020 NAVIGATION SEASON ATLANTIC OCEAN ↔ ARCTIC OCEAN ↔ PACIFIC OCEAN R. K. Headland and colleagues 7 April 2021 Scott Polar Research Institute, University of Cambridge, Lensfield Road, Cambridge, United Kingdom, CB2 1ER. <[email protected]> The earliest traverse of the Northwest Passage was completed in 1853 starting in the Pacific Ocean to reach the Atlantic Oceam, but used sledges over the sea ice of the central part of Parry Channel. Subsequently the following 319 complete maritime transits of the Northwest Passage have been made to the end of the 2020 navigation season, before winter began and the passage froze. These transits proceed to or from the Atlantic Ocean (Labrador Sea) in or out of the eastern approaches to the Canadian Arctic archipelago (Lancaster Sound or Foxe Basin) then the western approaches (McClure Strait or Amundsen Gulf), across the Beaufort Sea and Chukchi Sea of the Arctic Ocean, through the Bering Strait, from or to the Bering Sea of the Pacific Ocean. The Arctic Circle is crossed near the beginning and the end of all transits except those to or from the central or northern coast of west Greenland. The routes and directions are indicated. Details of submarine transits are not included because only two have been reported (1960 USS Sea Dragon, Capt. George Peabody Steele, westbound on route 1 and 1962 USS Skate, Capt. Joseph Lawrence Skoog, eastbound on route 1). Seven routes have been used for transits of the Northwest Passage with some minor variations (for example through Pond Inlet and Navy Board Inlet) and two composite courses in summers when ice was minimal (marked ‘cp’).
    [Show full text]
  • Climate Adaptation in the Arctic Area: Shipping and Port Infrastructures
    Ad Hoc Expert Meeting on Climate Change Adaptation for International Transport: Preparing for the Future 16 to 17 April 2019 Climate Adaptation in the Arctic Area: Shipping and Port Infrastructures Presentation by Adolf Ng Professor of Transportation and Supply Chain Management University of Manitoba This expert paper is reproduced by the UNCTAD secretariat in the form and language in which it has been received. The views expressed are those of the author and do not necessarily reflect the views of the UNCTAD. Climate Adaptation in the Adolf K.Y. Ng Asper School of Business, St. Arctic Area: Shipping and Port John’s College, University of Infrastructures Manitoba, Canada 1 2 3 4 5 6 INTRODUCTION THE GOOD AND BAD POTENTIAL SOCIO-ECONOMIC CRITICAL POLICY SOLUTIONS MODEL FOR THE INFRASTRUCTURES RECOMMENDATIONS ARCTIC (SEMA) THE UNIVERSITY OF MANITOBA’S ARCTIC ECONOMICS AND MANAGEMENT TEAM: Prof. Adolf K.Y. Ng, Dr. Mawuli Afenyo, Dr. Changmin Jiang, Mr. Yufeng Lin Contact: [email protected] The GENICE Project (genice.ca) Special thanks to Mr. Al Phillips (Al Phillips & Associates) Outline 1 What is the Arctic? • Regions around the north pole • Second largest area by size (13,985,000 km²) • Area above the Arctic circle (66° 34’ N) • Any area in high latitudes where average daily temperature does not rise above 10 degree Picture courtesy: https://nsidc.org/sites/nsidc.org/files/images//arctic_map.gif • Second largest Arctic country • 200,000 Canadians live in the Arctic • New Arctic Framework under development • comprehensive Arctic infrastructure
    [Show full text]
  • Shaping a Better Maritime Future
    www.angloeastern.com December 2019 Issue 16 Shaping a better maritime future 4 16 22 SDGs: Shaping a better AEMA: Celebrating The ‘Write’ Stuff: maritime future 10 years of excellence Introducing Anglo-Eastern’s seafaring literary talent shore staff in Hong Kong and Europe took to the FROM THE EDITORIAL DESK water in dragon boats and stand-up paddle boards Dear Readers, (p. 28) in some sort of temporary reverse transfer FOREWORD from shore to sea, but strictly for competition or Our last issue was distinguished by milestones. As we recreational purposes! approach year-end, the ‘theme’ of this issue seems to be anniversaries. Regarding our in-house PICTURE THIS photo competition, we are delighted to announce the Ten years ago, Anglo-Eastern Maritime Academy following three winners. All took such amazing opened its doors in Karjat (see our AEMA anniversary photographs that, for the first time, we have decided profile on p. 16), while Anglo-Eastern Ukraine was to declare all three as equal winners: established in Odessa (p. 19). Fifteen years ago, Anglo-Eastern Latvia was set up in Riga (p. 13). • FRONT COVER | This simple but beautifully filtered Twenty-five years ago, Anglo-Eastern took on the shot was taken by O/S Paul Tan, overlooking his MV Federal Polaris, thus commencing our long- ship’s mooring station upon arrival at the Port of standing partnership with Fednav, which is incidentally Houston. We love the richness and contrast of the celebrating its 75th anniversary this year (p. 30). colours at play, plus the many details that pop out in what is otherwise a standard shipboard scene.
    [Show full text]
  • The Coast Guard in Canada's Arctic
    SENATE SÉNAT CANADA THE COAST GUARD IN CANADA’S ARCTIC: INTERIM REPORT STANDING SENATE COMMITTEE ON FISHERIES AND OCEANS FOURTH REPORT Chair The Honourable William Rompkey, P.C. Deputy Chair The Honourable Ethel Cochrane June 2008 Ce rapport est aussi disponible en français Available on the Parliamentary Internet: www.parl.gc.ca (Committee Business — Senate — Reports) 39th Parliament — 2nd Session TABLE OF CONTENTS Page ACRONYMS ......................................................................................................................... i FOREWORD ......................................................................................................................... ii CURRENT OPERATIONS ................................................................................................... 1 BACKDROP: A RAPIDLY CHANGING CIRCUMPOLAR ARCTIC.............................. 4 A. New Realities ................................................................................................................ 4 1. Climate Change and Receding Ice .............................................................................. 5 2. Other Developments ................................................................................................... 7 B. Sovereignty-Related Issues ........................................................................................... 10 1. Land ............................................................................................................................ 11 2. The Continental Shelf ................................................................................................
    [Show full text]
  • Seasonal Timeline for Snow-Covered Sea Ice Processes in Nunavik's
    https://doi.org/10.5194/tc-2019-199 Preprint. Discussion started: 10 September 2019 c Author(s) 2019. CC BY 4.0 License. Seasonal timeline for snow-covered sea ice processes in Nunavik’s Deception Bay from TerraSAR-X and time-lapse photography Sophie Dufour-Beauséjour1,2, Anna Wendleder3, Yves Gauthier1,2, Monique Bernier1,2, Jimmy Poulin1,2, 5 Véronique Gilbert4, Juupi Tuniq5, Amélie Rouleau6, Achim Roth3 1Centre Eau Terre Environnement, Institut national de la recherche scientifique (INRS), Quebec, G1K 9A9, Canada 2Centre d’études nordiques (CEN), Université Laval, Quebec, G1V 0A6, Canada 3German Aerospace Center (DLR), Oberpfaffenhofen, 82234 Weßling, Germany 10 4Kativik Regional Government, Kuujjuaq, J0M 1C0, Canada 5Salluit, J0M 1S0, Canada 6Raglan Mine (a Glencore Company), Laval, H7S 1Z5, Canada Correspondence to: Sophie Dufour-Beauséjour ([email protected]) Abstract. Inuit have reported greater inter-annual variability in seasonal sea ice conditions. For Deception Bay (Nunavik), an area 15 prized for seal and caribou hunting, an increase in solid precipitation and a shorter snow cover period is expected in the near future. In this context, and considering ice-breaking transport in the fjord by mining companies, we monitored sea ice in the area for three seasons of ice between 2015 and 2018. This article presents a case study for the combined use of TerraSAR-X and time-lapse photography time-series in order to monitor snow-covered sea ice seasonal processes. The X-band median backscattering is shown to reproduce the seasonal evolution expected from C-band data. Two different freeze-up and breakup processes are characterized.
    [Show full text]
  • Shipping Corridors As a Framework for Advancing Marine Law and Policy in the Canadian Arctic Louie Porta
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by University of Maine, School of Law: Digital Commons Ocean and Coastal Law Journal Volume 22 | Number 1 Article 6 February 2017 Shipping Corridors as a Framework for Advancing Marine Law and Policy in the Canadian Arctic Louie Porta Erin Abou-Abssi Jackie Dawson Olivia Mussells Follow this and additional works at: http://digitalcommons.mainelaw.maine.edu/oclj Part of the Law Commons Recommended Citation Louie Porta, Erin Abou-Abssi, Jackie Dawson & Olivia Mussells, Shipping Corridors as a Framework for Advancing Marine Law and Policy in the Canadian Arctic, 22 Ocean & Coastal L.J. 63 (2017). Available at: http://digitalcommons.mainelaw.maine.edu/oclj/vol22/iss1/6 This Article is brought to you for free and open access by the Journals at University of Maine School of Law Digital Commons. It has been accepted for inclusion in Ocean and Coastal Law Journal by an authorized editor of University of Maine School of Law Digital Commons. For more information, please contact [email protected]. SHIPPING CORRIDORS AS A FRAMEWORK FOR ADVANCING MARINE LAW AND POLICY IN THE CANADIAN ARCTIC BY: Louie Porta, Oceans North Canada 100 Gloucester St, Suite 410 Ottawa ON K2P 0A4 Erin Abou-Abssi, Oceans North Canada 100 Gloucester St, Suite 410 Ottawa ON K2P 0A4 Jackie Dawson, University of Ottawa Simard Hall, room 015 60 University Ottawa ON Canada K1N 6N5 Olivia Mussells, Oceans North Canada, University of Ottawa 100 Gloucester St, Suite 410 Ottawa ON K2P 0A4 I. INTRODUCTION II.
    [Show full text]
  • Canadian Research Icebreaker CCGS Amundsen Platform Outcome Measurement Study (POMS) Report
    Canadian Research Icebreaker CCGS Amundsen Platform Outcome Measurement Study (POMS) report Report prepared for the Canada Foundation for Innovation Expert Panel Version Modified for Web November 2014 Canadian Research Icebreaker Amundsen Platform Outcome Measurement Study Table of Contents 1. Overview of the Research Platform 2 1.1 High level description of the research platform 2 1.2 Governance, management and advisory structure 4 1.3 Platform planning process 6 2. Research Capacity 9 2.1 Capital investment value 10 2.2 Resources and services of the Platform 11 2.3 Platform development and sustainability 15 2.4 Structuring effect on the Canadian research ecosystem 17 2.5 Contributions to the training of students and postdoctoral fellows 19 3. Research Enabled 21 3.1 Access and usage 21 3.2 Linkages 23 3.3 Research contributions 25 3.4 Leadership and competitiveness 28 4. Extrinsic Benefits - Impact on Local, Regional, and National Innovation 34 4.1 Mechanisms and strategies for fostering knowledge transfer 34 4.2 Partnerships with external end-users 37 4.4 Benefits from knowledge translation and transfer 38 5. Role of the Canada Foundation for Innovation 41 Appendix 1. Acronyms, abbreviations and their meanings 43 Appendix 2. Amundsen Board of Directors. 45 Appendix 3. List of researchers that have benefited from the platform 46 Appendix 4. Scientist-Days at Sea 48 1 Canadian Research Icebreaker Amundsen Platform Outcome Measurement Study 1. Overview of the Research Platform The Research Platform consists of the scientific icebreaker Amundsen and its pool of specialized scientific equipment. The 98-m long, 7000-ton displacement icebreaker was mobilized for science in 2003 thanks to an International Joint Venture Fund (IJVF*) grant from the Canada Foundation for Innovation (CFI).
    [Show full text]
  • Arctic Council Sao Meeting 16-18 March, Reykjavik Iceland Meeting Code: Saois203 2021 Rvk-Virtual1
    ARCTIC COUNCIL SAO MEETING 16-18 MARCH, REYKJAVIK ICELAND MEETING CODE: SAOIS203_2021_RVK-VIRTUAL1 DOCUMENT TITLE Low-Impact Shipping Corridors Project Report AGENDA ITEM NUMBER N/A SUBMITTED BY PAME DOCUMENT FILENAME SAOIS203_2021_RVK_Virtual1-InfoDoc_PAME-Arctic-Safe-Low-Impact-Marine-Corridor-Initiatives-Final- Report NUMBER OF PAGES, NOT INCLUDING THIS COVER SHEET 23 February 18, 2021 To: The Chairman of the SAOs and the Arctic Council SAOs Cc: PAME National Representatives, Permanent Participants Subject: An Overview of Low-Impact Shipping Corridors and other Shipping Management Schemes in the Circumpolar Arctic (Co-leads: Canada/Iceland/AIA; Partner: EPPR) As interest and opportunity for shipping activity in the Arctic grows, Arctic States will be challenged to ensure that any increase in activity does not result in damaging environmental effects, and is conducted safely. Moreover, growing awareness of fragile ecosystems, varying maritime conditions and challenges to navigation because of climate change and increasing interest in the Arctic have heightened the need to develop shipping routes that minimize the negative impacts on coastal communities and the marine environment. In tackling this challenge, Arctic States would benefit from sharing best practices on existing and ongoing efforts to provide safe and environmentally sound shipping routes across the circumpolar Arctic. Building on existing measures for area-based protection adopted by the International Maritime Organization (IMO), the purpose of this report is to present domestic approaches to minimize environmental impacts and ensure safety of arctic shipping, and to stimulate discussions on possible future collaboration and coordination amongst Arctic States, Permanent Participants, Observer States and Organizations. This report also incorporates non-governmental perspectives on how to minimize the environmental impact of increased shipping activity in the Arctic, including Indigenous, academic and industry views.
    [Show full text]
  • Engineering in Canada's Northern Oceans Research and Strategies for Development a Report for the Canadian Academy of Engineeri
    Engineering in Canada’s Northern Oceans Research and Strategies for Development A Report for the Canadian Academy of Engineering Final Ken Croasdale Ian Jordaan Robert Frederking Peter Noble First edition, April 2016 For print copies of this publication, please contact: Canadian Academy of Engineering 55 Metcalfe Street Suite 300 Ottawa, Ontario K1P 6L5 Tel: 613-235-9056 Fax: 613-235-6861 Email: [email protected] Registered Charity Number: 978-1-928194-02-6 This publication is also available electronically at the following address: www.cae-acg.ca Permission to Reproduce Except as otherwise specifically noted, the information in this publication may be reproduced, in part or in whole and by any means, without charge or further permission from the Canadian Academy of Engineering, provided that due diligence is exercised in ensuring the accuracy of the information reproduced; that the Canadian Academy of Engineering is identified as the source institution; and that the reproduction is not represented as an official version of the information reproduced, nor as having been made in affiliation with, or endorsement of the Canadian Academy of Engineering. Opinions and statements in the publication attributed to named authors do not necessarily reflect the policy of the Canadian Academy of Engineering. ISBN: 978-1-928194-02-6 © Canadian Academy of Engineering 2016 Authors This report was prepared for the Canadian Academy of Engineering by the following authors. Ken Croasdale, FCAE President, K.R. Croasdale & Associates Ken Croasdale has been active since 1969 in Arctic engineering. He spent 18 years with Imperial Oil managing their Frontier Technology Group and several years with Dome Petroleum and Petro Canada when they were active in the Beaufort Sea and East Coast Canada.
    [Show full text]
  • Fednav Limited – Arctic Experience
    1 ARCTIC WINTER SHIPPING – PRACTICAL EXPERIENCE 2 CANADIAN NORTHERN COMMUNITIES RELIANT ON MARINE TRANSPORTATION 3 FEDNAV LIMITED – ARCTIC EXPERIENCE • 60+ years of Arctic Trading • More than 35 Million tonnes of cargo carried • In excess of 850 voyages • The vast majority of voyages using Category C (light or no ice class) vessels • 22 years of Winter Voyages into Polar Waters • No environmental incidents 4 Seasonal Evolution – Arctic Shipping Projects Through The Years Category B Vessels 5 BAFFINLAND IRON MINE 6 NORTHERN RESOURCE WEALTH 7 ZONE DATE SYSTEM 8 ARCTIC ICE REGIME SHIPPING SYSTEM 9 NUNAVIK IN ICE HEADING INTO PRINCE OF WALES STRAIT 10 SHEAR ZONE AT DECEPTION BAY – 7 METRE THICKNESS 11 NIGHT NAVIGATION 12 LACK OF RESOURCES 13 VOYAGE-LOADING AT DECEPTION BAY Loaded Nickel Ore 23000 MT from Canadian Royalties mine 19 Sept 2014 – 62o30’N 073o 56W 14 14 15 16 17 CANADIAN ICE SERVICE 18 MV ARCTIC BESETTING EVENT The MV Arctic was beset for about 17 days in early June 2018 trying to transit from east of Charles Island into Deception Bay. Ice chart showed a full ice cover of thick first year ice (>120 cm) in vast floes (2-10 km wide) along the southern half of the Hudson Strait. Strong N / NW winds persisted for several days, causing the ice to be pushed against the northern Quebec shore. Heavy pressure occurred and kept the ship from being able to make any progress. Based on ice charts, ice conditions in Hudson Strait in early June 2018 were quite similar to normal in terms of extent and concentration.
    [Show full text]
  • An Arctic Energy Gateway for Alberta
    CANATEC Associates International Ltd. Sea-ice consulting, field operations support, software, instruments Wim Jolles, Scott Tiffin May, 2013 #244, 3553 – 31st Street N.W. 17 Long St. Cath van Rennesstraat 39 Calgary, Alberta, Canada T2L 2K7 St. John’s NL, Canada, AIC 4B1 2551 GH Den Haag, Netherlands (709) 351-4901 (403) 228-0962; fax (403) 282-1238 (+31) 651-867-974 www.canatec.ca CANATEC Associates International Ltd. Sea-ice consulting, field operations support, software, instruments SUMMARY This document reports on the technical pre-feasibility of Alberta exporting bitumen blend from the oil sands north to the Beaufort Sea coastline and from there, by ice-class tankers, to world markets in the Asia-Pacific region and the Atlantic coasts. Components of the Transportation System Components of a petroleum transport system to achieve this can include: Road, rail and river barging Pipelines for transporting dilbit and returning diluent to Fort McMurray, possibly incorporating the existing Norman Wells line Product storage facilities on the Arctic coast (either on land or on moored tankers), where diluent would also be separated from dilbit to return to Fort McMurray. Port facilities on the coast for supply and logistics. There are multiple choices for storage and port facilities in the NWT and Yukon. An undersea pipeline to an offshore loading terminal that would be ice resistant in design, from which tankers could travel to markets both in the Pacific and Atlantic regions. Alternatively, a similar scenario would see road/rail/pipeline transport of bitumen to the port of Churchill, Manitoba, for loading to ocean-going transport vessels.
    [Show full text]