DOCSLIB.ORG

Perceived Implications of Privatization for Canadian Coast Guard Services, Principally Arctic Icebreaking

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Perceived Implications of Privatization for Canadian Coast Guard Services, Principally Arctic Icebreaking Perceived Implications Of Privatization For Canadian Coast Guard Services, Principally Arctic Icebreaking by James Parsons A thesis submitted to the University of Plymouth in partial fulfilment for the degree of DOCTOR OF PHILOSOPHY International Shipping and Logistics Group School of Management, Plymouth Business School August 2009 Abstract James Parsons Perceived Implications Of Privatization For Canadian Coast Guard Services, Principally Arctic Icebreaking Climate change, with the possibility of an ice free Arctic ocean by 2015, has generated a renewed interest in the Arctic. This interest is being driven by the possibility of easier access to the abundant supply of resources such as oil, gas, minerals, and fisheries. Interest in Arctic tourism is also growing. Retreating sea ice will provide opportunities to avail of shorter routes for maritime traffic to and from Asia, North America, and Asia via the Arctic Ocean and Northwest Passage. In addition, the rate of population growth of local inhabitants in the Canadian Arctic is the fastest in Canada and one of the fastest in the world. A growing population will increase the demand for sealift resupply to Canada's northern communities. This work presents the first attempt to examine the role of privatization of icebreaking services in light of the present and projected shortages of infrastructure to support development in the Arctic. A unique combination of multiple methods within marine transportation, comprising of Delphi, grounded theory, and quantitative survey, is applied to investigate the potential for private involvement in the delivery of icebreaking services in the Canadian Arctic. This includes a novel application of Strauss and Corbin's Grounded Theory approach to develop hypotheses and relationships grounded in expert opinion. Although the Arctic Ocean may be ice free during the summers, there is still the issue of winter freezing and the threat of lingering multi-year ice which will impede marine transportation especially during periods of darkness and fog. The research shows ill that the future growth and development of the Canadian Arctic will undoubtedly require the use of designated icebreakers and ice strengthened vessels. However, Canada's fleet of Arctic icebreakers is ageing and considered unsuitable for future demands. While Canada has earmarked CAD $750M for the construction of one new icebreaker scheduled for delivery in 2017, the research shows that Icebreakers can be built outside of Canada for considerably less money and in less time. Also, the management and operation of the Canadian Coast Guard is under considerable security by the Auditor General of Canada. The research shows that not unlike others Arctic nations, there is potential for the creation of private-public partnerships in the delivery of Canadian Coast Guard services, principally icebreaking, in the Arctic. Keywords: Northwest Passage, privatisation of ice-breaker services, Canadian Arctic, Delphi survey, grounded theory, exploratory factor analysis. IV List of Contents Chapter 1 Introduction 1 1.1 Introduction 1 1.2 Background 1 1.3 Research Aim and Objectives 5 1.4 Methodology 6 1.5 Summary 8 Chapter 2 Future Growth in Arctic Shipping 9 2.1 Introduction 9 2.2 Climate Change Influences 9 2.3 Resources and Shipping Potential 16 2.4 Current and Future Shipping Activity 19 2.5 Ice Strengthened New Builds 21 2.6 Considerations for Planning Future Activity 22 2.7 Conclusion 24 Chapter 3 Approaches to Privatization and P3s in the Marine Sector 26 3.1 Introduction 26 3.2 The History of and Responsibility for Icebreaking in Canada 27 3.3 The Public-Private Continuum 28 3.4 Current and Potential Public-Private Partnerships in Canada 33 3.5 Barriers to Entry in the Icebreaker Sector 35 3.6 Using Competition to Overcome the Barrier of Capital Cost 38 3.7 Self Sufficiency of the Private Sector in Icebreaking Capability 40 3.8 Private Involvement in the Provision of Icebreaking Services Globally 41 3.9 Canada's Dependence on Transportation 47 3.10 Government Accountability and the Administration of Transportation 49 3.11 Conclusion 58 Chapter 4 The Canadian Coast Guard and Icebreaking Operations 60 4.1 Introduction 60 4.2 Canadian Coast Guard Accountability and Responsibilities 61 4.3 Canadian Coast Guard Levels of Service (LOS) 69 4.4 Canadian Coast Guard Regions 70 4.5 The CCG Arctic Icebreaking Fleet 72 4.6 Conclusion 75 Chapter 5 The Conceptual Framework 77 5.1 Introduction 77 5.2 Foundations for the Conceptual Model 77 5.3 Models, Theories and Frameworks 81 5.4 Conclusion 87 Chapter 6 Research Methodology 89 6.1 Introduction 89 6.2 Methodological Approach 89 6.3 Research, Politics and Public Policy 92 6.4 Research Methods 99 6.5 Conclusion 107 Chapter 7 The Delphi Exercise 108 7.1 Introduction 108 7.2 Rationale for Utilizing Delphi 108 7.3 Selection of Delphi Participants and First Round of Questions 111 7.4 Delphi Responses 113 7.5 Observations of the Delphi Study 116 7.6 Delphi Themes and Consensus 117 7.7 Conclusion 124 Chapter 8 Grounded Theory Methodology 127 8.1 Introduction 127 vi 8.2 The Rationale for Choosing Grounded Theory 127 8.3 Analysis and Coding of Interviews in Light of the Conceptual Model 130 8.4 Results of Grounded Theory 133 8.5 Conclusion 158 Chapter 9 Quantitative Survey 160 9.1 Introduction 160 9.2 Sample Size, Techniques and Selection Strategy 161 9.3 Survey Rationale and Arrangement 167 9.4 Pilot Testing 168 9.5 Survey Etiquette 169 9.6 Response Bias, Non-response Bias and Non-substantive Responses 169 9.7.Validity, Reliability and the Measurement of Conceptual Variables 173 9.8 Parametric, Nonparametric. Descriptive and Inferential Statistics 174 9.9 Survey Findings 175 9.10 Measures of Frequency, Central Tendency and Correlations 185 9.11 Simplifying Complex Matrices 187 9.12 Conclusion 197 Chapter 10 Conclusion 199 10.1 Introduction 199 10.2 Research Aim, Background Summary and Specific Results 199 10.3 Research Results in General 206 10.4 Supporting Works 210 10.5 Critique of the Research 219 10.6 Recommendations for Further Research 227 Appendicies Appendix 1 Pictures of icebreakers and ice strengthened cargo vessels 231 Appendix 2 Email from Lome Singh with details of CCG Arctic icebreakers 236 Appendix 3 Pool of Delphi participants 243 VII Appendix 4 Details of Delphi results 246 Appendix 5 An example of open/axial coding concepts from interview No. 4 256 Appendix 6 Grounded theory hypotheses, themes, and relationships 257 Appendix 7 Conceptual Model at the end of grounded theory interviews 260 Appendix 8 Official response from CCG informing of non-response to survey questionnaire 261 Appendix 9 A requested list of Canadian master mariners provided by Transport Canada 262 Appendix 10 A copy of the survey questionnaire 264 Appendix 11 Graph of Hurwicz Criterion results for contracts A, B. and C 270 Appendix 12 A copy of the pre-survey contact letter 271 Appendix 13 Covering email sent with the quantitative survey 272 References 273 Information on attached papers 288 VIII List of Figures Figure 1 Map of Canada 15 Figure 2 Factors Influencing the Level and Success of Private Involvement in the CCG 24 Figure 3 Organizational Chart of Fisheries and Oceans Canada 61 Figure 4 Reporting and Accountability for FOC Fleet Management 62 Figure 5 Icebreaker Service Areas for the Canadian Arctic 69 Figure 6 Canadian Coast Guard Regions 70 Figure 7 Canadian Coast Guard Icebreaking Overview 71 Figure 8 The Relationship among Models, Theories and Frameworks 85 Figure 9 The Conceptual Framework 86 Figure 10 Research Methods and Approach 105 Figure 11 The Arena of Delphi Participants 112 Figure 12 Regional Inputs into the Arctic Programme 134 Figure 13 Scree Plot 191 IX List of Tables Table 1 2004 Canadian Flagged Arctic Vessel Traffic 16 Table 2 Definition of Privatization Activities 30 Table 3 Methods of Dismantling the Public Sector 31 Table 4 Possible Combination of the Public-Private Continuum 32 Table 5 Builders of the CCG Arctic Icebreaker Fleet 37 Table 6 Icebreaker Service Dates for the Canadian Arctic 67 Table 7 Home Regions for the CCG Arctic Icebreaker Fleet as of 2007 72 Table 8 Global Fleet of Polar and Baltic Icebreakers as of February 2006 74 Table 9 Sample Research Questions Using Smith's Taxonomy 102 Table 10 Summary of the Delphi Exercise 114 Table 11 Details of Interview Subjects 129 Table 12 Respondent Profile for the 110 Survey Participants 163 Table 13 Summary of Survey Statements Testing General Attitudes Towards the Canadian Government and Arctic Development 176 Table 14 Summary of Survey Statements Testing General Attitudes Towards Private Management and Crewing of CCG Icebreakers 179 Table 15 Summary of Survey Statements Testing General Attitudes Towards Icebreaker Design and Construction 182 Table 16 Summary of Survey Statements Testing General Attitudes Towards the Leasing and Chartering of Icebreakers 184 Table 17 Summary of Significant Values 186 Table 18 Summary of Significant Values in Speanman rho Test 188 Table 19 KMO and Bartlett's Test 190 Table 20 Variables with KMO Values <0.5 190 Table 21 Rotated Component Matrix 193 Table 22 Rotated Component Matrix with Survey Statements Included 195 Table 23 Possible Combinations of PPP for the CCG Arctic Icebreaking Fleet 226 Acknowledgements First and foremost I would like to thank Dr. John Dinwoodie and Professor Michael Roe. Thank you both for your initial willingness to take me on and for all your guidance, wisdom, support and encouragement over the past four years. My quest for knowledge and understanding of the world has continued to grow stronger under your careful and calculated supervision. I would like to thank my wife. Angela Hyde, my daughter, Grace Sybil Hyde Parsons and my son, Thomas James Nigel Parsons.
Load more

Recommended publications
  • Transits of the Northwest Passage to End of the 2019 Navigation Season Atlantic Ocean ↔ Arctic Ocean ↔ Pacific Ocean
    TRANSITS OF THE NORTHWEST PASSAGE TO END OF THE 2019 NAVIGATION SEASON ATLANTIC OCEAN ↔ ARCTIC OCEAN ↔ PACIFIC OCEAN R. K. Headland and colleagues 12 December 2019 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 but used sledges over the sea ice of the central part of Parry Channel. Subsequently the following 314 complete maritime transits of the Northwest Passage have been made to the end of the 2019 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 (transits 149 and 167).
    [Show full text]
  • Canadian Coast Guard Arctic Operations Julie Gascon - Assistant Commissioner Canadian Coast Guard, Central & Arctic Region
    Unclassified Canadian Coast Guard Arctic Operations Julie Gascon - Assistant Commissioner Canadian Coast Guard, Central & Arctic Region Naval Association of Canada Ottawa, ON May 1, 2017 1 Canadian Coast Guard (CCG): Who We Are and What We Do Operating as Canada’s only Deliver programs and services to the national civilian fleet, we population to ensure safe and accessible provide a wide variety of waterways and to facilitate maritime programs and services to commerce; the population and to the maritime industry on important levels: Provide vessels and helicopters to enable fisheries enforcement activities, and the on-water science research for Fisheries and Oceans Canada and other science departments; and Support maritime security activities. 2 Canadian Coast Guard: Regional Boundaries • Western Region: Pacific Ocean, Great Slave Lake, Mackenzie River and Lake Winnipeg • Central & Arctic Region: Hudson Bay, Great Lakes, St. Lawrence River, Gulf of St. Lawrence (Northern Area), and Arctic Ocean • Atlantic Region : Atlantic Ocean, Gulf of St. Lawrence (Southern Area), and Bay of Fundy 3 Central and Arctic Region: Fact Sheet The Central and Arctic Region covers: - St. Lawrence River, Gulf of St. Lawrence (Northern Area), Great Lakes, Hudson Bay and the Arctic coast up to Alaska - Population of approx 21.5 million inhabitants - Nearly 3,000,000 km2 of water area • A regional office and 10 operational bases • 39 vessels • 15 SAR lifeboat stations • 12 inshore rescue stations • air cushion vehicles 2 Nunavut • 8 helicopters • 4,627 floating aids • 2,191 fixed aids • 5 MCTS centres Quebec Ontario Quebec Base Montreal, Quebec Sarnia Office 4 Presentation Overview The purpose of this presentation is to: 1.
    [Show full text]
  • Arctic Marine Transport Workshop 28-30 September 2004
    Arctic Marine Transport Workshop 28-30 September 2004 Institute of the North • U.S. Arctic Research Commission • International Arctic Science Committee Arctic Ocean Marine Routes This map is a general portrayal of the major Arctic marine routes shown from the perspective of Bering Strait looking northward. The official Northern Sea Route encompasses all routes across the Russian Arctic coastal seas from Kara Gate (at the southern tip of Novaya Zemlya) to Bering Strait. The Northwest Passage is the name given to the marine routes between the Atlantic and Pacific oceans along the northern coast of North America that span the straits and sounds of the Canadian Arctic Archipelago. Three historic polar voyages in the Central Arctic Ocean are indicated: the first surface shop voyage to the North Pole by the Soviet nuclear icebreaker Arktika in August 1977; the tourist voyage of the Soviet nuclear icebreaker Sovetsky Soyuz across the Arctic Ocean in August 1991; and, the historic scientific (Arctic) transect by the polar icebreakers Polar Sea (U.S.) and Louis S. St-Laurent (Canada) during July and August 1994. Shown is the ice edge for 16 September 2004 (near the minimum extent of Arctic sea ice for 2004) as determined by satellite passive microwave sensors. Noted are ice-free coastal seas along the entire Russian Arctic and a large, ice-free area that extends 300 nautical miles north of the Alaskan coast. The ice edge is also shown to have retreated to a position north of Svalbard. The front cover shows the summer minimum extent of Arctic sea ice on 16 September 2002.
    [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]
  • Adapting Infrastructure to Climate Change in Canada's
    Infrastructure Canada Part of the Transport, Infrastructure and Communities Portfolio ADAPTING INFRASTRUCTURE TO CLIMATE CHANGE IN CANADA’S CITIES AND COMMUNITIES A Literature Review Research & Analysis Division Infrastructure Canada December 2006 Table of Contents Section 1: Introduction..................................................................................................... 1 Context and overview of the report.............................................................................. 3 Section 2: Adaptation Processes .................................................................................... 5 Section 3: Adaptation Responses ................................................................................... 7 3.1 Literature by Type of Infrastructure........................................................................ 8 3.1.1 Water Supply and Wastewater Infrastructure................................................. 8 3.1.2 Transportation Infrastructure........................................................................ 11 3.2 Regionally Specific Literature .............................................................................. 12 3.3 Literature on Climate Change Adaptation for Cities and Communities................ 15 3.4 Literature Related to Engineering Needs............................................................. 18 Section 4: Conclusion.................................................................................................... 20 Adapting Infrastructure to Climate Change in Canada’s
    [Show full text]
  • CCGS Sir William Alexander
    MARINE INVESTIGATION REPORT M08M0010 CAPSIZING WHILE UNDER TOW SMALL FISHING VESSEL L’ACADIEN II 18 nm SOUTHEAST OF CAPE NORTH CAPE BRETON ISLAND, NOVA SCOTIA 29 MARCH 2008 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Marine Investigation Report Capsizing While Under Tow Small Fishing Vessel L’Acadien II 18 nm Southeast of Cape North, Cape Breton Island, Nova Scotia 29 March 2008 Report Number M08M0010 Summary On the morning of 29 March 2008, the small fishing vessel L’Acadien II, with six crew members on board, capsized 18 nautical miles off Cape Breton Island, Nova Scotia, while being towed in ice by the light icebreaker CCGS Sir William Alexander. Two crew members were quickly rescued by another small fishing vessel. Several hours later, three deceased crew members were recovered from the overturned vessel by Department of National Defence search-and-rescue technicians. One crew member is still missing and presumed dead. Ce rapport est également disponible en français. - 2 - Other Factual Information Particulars of Vessels Name of Vessel L’Acadien II CCGS Sir William Alexander Official Number 811285 807685 Port of Registry Charlottetown, P.E.I. Ottawa, Ontario Flag Canada Canada Type Small fishing vessel Aids to Navigation Tender/ Light Icebreaker Gross Tonnage 34.36 3728.01 Length 1 12.56 m 78.39 m Displacement 40 tonnes (est.) 4750 tonnes (est.) Draught Forward: 1.5 m (est.) Forward: 5.6 m Aft: 1.9 m (est.) Aft: 6.0 m Built 1988, Caraquet, N.B.
    [Show full text]
  • Update on the Investing in Canada Plan
    June 17, 2020 UPDATE ON THE INVESTING IN CANADA PLAN Powered by TCPDF (www.tcpdf.org) The Parliamentary Budget Officer (PBO) supports Parliament by providing economic and financial analysis for the purposes of raising the quality of parliamentary debate and promoting greater budget transparency and accountability. Lead Analyst: Nora Nahornick, Analyst Contributors: Sarah MacPhee, Analyst Caroline Nicol, Analyst This report was prepared under the direction of: Jason Jacques, Director General and Chief Financial Officer Nancy Beauchamp, Jocelyne Scrim and Rémy Vanherweghem assisted with the preparation of the report for publication. For further information, please contact [email protected] Yves Giroux Parliamentary Budget Officer RP-2021-008-S_e Table of Contents Executive Summary 3 How did we get here? 5 How much money has been spent on how many projects? 6 How much money was leveraged from Provinces? 8 What are the economic impacts of the IICP? 11 Annexes 12 Annex A: Data Request 12 Annex B: Breakdown of projects 13 Annex C: Federal Transfers to Municipalities 14 Notes 11 Update on the Investing in Canada Plan Executive Summary In response to interest from parliamentarians, the Parliamentary Budget Officer (PBO) updated its monitoring of the Investing in Canada Plan (IICP). Under the IICP, the Government has committed to spend $187.8 billion over 2016-17 to 2027-28. The PBO solicited data from all 20 departments and agencies responsible for delivering IICP programming. Working with Infrastructure Canada, we compiled a data set of 33,112 entries for projects with $34.9 billion in spending since 2016-17.1 Infrastructure Canada also provided guidance to PBO that there are about 20,556 IICP projects supported through the Canadian Mortgage and Housing Corporation (CMHC) and the Gas Tax Fund (GTF).2 Disaggregated information for the GTF was provided June 5th, 2020, subsequent to the completion of our analysis.3 Based on additional, more aggregated data, PBO estimates that $51.1 billion was spent on the IICP between 2016-17 and 2019-20.
    [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]
  • Advancing the Climate Resilience of Canadian Infrastructure
    Advancing the Climate Resilience of Canadian Infrastructure: A review of literature to inform the way forward IISD REPORT Darren Swanson Deborah Murphy Jennifer Temmer Todd Scaletta © 2021 International Institute for Sustainable Development | IISD.org July 2021 Advancing the Climate Resilience of Canadian Infrastructure © 2021 International Institute for Sustainable Development Published by the International Institute for Sustainable Development This publication is licensed under a Creative Commons Attribution- NonCommercial-ShareAlike 4.0 International License. International Institute for Sustainable Development The International Institute for Sustainable Development (IISD) is an Head Office award-winning independent think tank working to accelerate solutions for 111 Lombard Avenue, Suite 325 a stable climate, sustainable resource management, and fair economies. Winnipeg, Manitoba Our work inspires better decisions and sparks meaningful action to help Canada R3B 0T4 people and the planet thrive. We shine a light on what can be achieved when governments, businesses, non-profits, and communities come Tel: +1 (204) 958-7700 together. IISD’s staff of more than 120 people, plus over 150 associates and Website: www.iisd.org consultants, come from across the globe and from many disciplines. With Twitter: @IISD_news offices in Winnipeg, Geneva, Ottawa, and Toronto, our work affects lives in nearly 100 countries. IISD is a registered charitable organization in Canada and has 501(c)(3) status in the United States. IISD receives core operating support
    [Show full text]
  • Baysys 2016 Mooring Program Cruise Report
    BaySys 2016 Mooring Program Cruise Report The BaySys mooring team and crew onboard the CCGS Des Groseilliers. Five oceanographic moorings were deployed from September 26-October 3, 2016. The team attempted to retrieve the lost ArcticNet mooring, AN01, but were not successful. Opportunistic water and sediment sampling were executed at each possible station. Université Laval, 1045 Ave. Médicine, Québec, QC, G1V 0A6 1.418.656.7647 1.418.656.2334 ii Table of Contents 1. Introduction .............................................................................................................................. 1 1.1 Program Objectives ........................................................................................................... 1 1.2 Background and Regional Setting ..................................................................................... 1 2. Mooring Operations ................................................................................................................. 3 2.1 Mooring Instrumentation ................................................................................................... 3 2.2 Mooring Deployment....................................................................................................... 10 2.3 Sediment Traps ................................................................................................................ 10 2.3.1 Methods........................................................................................................................ 10 2.4 Attempted Mooring
    [Show full text]
  • Building Cross-Border Links: a Compendium of Canada-US Government Collaboration
    Building Cross-Border Links: A Compendium of Canada-US Government Collaboration CSPS Action-Research Roundtable on Managing Canada-US Relations Chaired by Louis Ranger Edited by Dieudonné Mouafo Nadia Ponce Morales Jeff Heynen For more information or copies, please contact the Research and University Relations Group of the Canada School of Public Service. Email: [email protected] Fax: (613) 992-1736 Telephone: (613) 943-8370 This publication can be viewed free of charge at: www.mySCHOOL-monECOLE.gc.ca/research/publications/complete_list_e.html The opinions expressed in this document are those of the authors and do not necessarily reflect the views of the Canada School of Public Service or the Government of Canada. © Canada School of Public Service, 2004 Library and Archives Canada Cataloguing in Publication CSPS Action-Research Roundtable on Managing Canada-US Relations (Canada) Building cross-border links : a compendium of Canada-US government collaboration Text in English and French on inverted pages. Title on added t.p.: Création de liens transfrontaliers. Chair : Louis Ranger. Includes bibliographical references. ISBN 0-662-68449-4 Cat. no. SC103-6/2004 1. Canada – Foreign relations – United States. 2. United-States – Foreign relations – Canada. 3. Canada – Foreign relations administration. I. Mouafo, Dieudonné, 1957- . II. Ponce Morales, Nadia Karina, 1977- . III. Heynen, Jeff, 1972. IV. Canada School of Public Service. V. Title. VI. Title: Création de liens transfrontaliers. FC249.C35 2004 327.71073 C2004-980313-1E Internet (PDF) : Cat. No. SC103-6/2004E-PDF ISBN 0-662-38184-X Internet (HTML): Cat. No. SC103-6/2004E-HTML ISBN 0-662-38187-4 Publishing and printing cost per unit: $25.00 (CDN) Building Cross-Border Links: A Compendium of Canada-US Government Collaboration CSPS Action-Research Roundtable on Managing Canada-US Relations Chaired by Louis Ranger Edited by Dieudonné Mouafo Nadia Ponce Morales Jeff Heynen Table Of Contents Introduction .
    [Show full text]
  • Questionnaire For
    Response to questionnaire for: Assessment of strategic plans and policy measures on Investment and Maintenance in Transport Infrastructure Country: Canada 1 INTRODUCTION Canada is defined, among other things, by its geography: a 10-million square- kilometer land mass with the longest land border and most extensive coastline in the world, fronting three different oceans; a diversified landscape with a wealth of resources; and challenging topographical and meteorological conditions. Canada is also home to nearly 34 million inhabitants, and greets more than 16 million foreign visitors every year. It has an annual economic output of $1.8 trillion—the 14th largest in the world (15th by capita)—as well as one of the most diversified economies. Transportation in Canada operates against this backdrop by moving people and goods over small and large distances, across towns, regions, provinces, territories and the nation itself as well as to and from other countries around the world. Canada's strategic location between Asia and Europe makes it a gateway to the Americas—a role of particular importance in today's global marketplace. Canada’s transportation network is extensive because of the sheer size it must cover. It is designed to withstand or adapt to rigorous winter condition. It serves a country that is home to a handful of large urban areas as well as a number of small and medium communities connected together by transportation infrastructure. Against this backdrop, Canada’s infrastructure faces three important challenges: managing for growth in urban areas within the context of limited public financing, a need to optimize, maintain and renew existing infrastructure and build the infrastructure necessary to carry natural resources from the North to markets around the world.
    [Show full text]