Documenting Land Cover and Vegetation Productivity Changes in the NWT Using the Landsat Satellite Archive

Total Page:16

File Type:pdf, Size:1020Kb

Documenting Land Cover and Vegetation Productivity Changes in the NWT Using the Landsat Satellite Archive Documenting Land Cover and Vegetation Productivity Changes in the NWT using the Landsat Satellite Archive Fraser, R.H1, Olthof, I.1, Deschamps, A.1, Pregitzer, M.1, Kokelj, S.2, Lantz, T.3,Wolfe, S.4, Brooker, A.5, Lacelle, D.5, and Schwarz, S.6 (1) Canada Centre for Remote Sensing, Natural Resources Canada, Ottawa, ON (2) NWT Geoscience Office, Govt of the Northwest Territories, Yellowknife, NWT (3) School of Environmental Studies, University of Victoria, Victoria, BC (4) Geological Survey of Canada, Natural Resources Canada, Ottawa, ON (5) Department of Geography, University of Ottawa, Ottawa, ON (6) NWT Centre for Geomatics, Govt of the Northwest Territories, Yellowknife, NWT Outline 1. Need for large-area monitoring in the Northwest Territories 2. Potential of Landsat image archive for northern monitoring 3. Change detection using dense Landsat image stacks 4. NWT study regions and methods 5. NWT Trend detection results – Landscape disturbances and tundra greening 1. Need for large-area monitoring in NWT • NWT is a large and sparsely populated territory facing cumulative impacts from development and climate change NWT Mines and Exploration Projects Inuvik Annual Temperature Means (NWT Geoscience Office) (NWT Environment and Natural Resources) 1. Need for large-area monitoring in NWT • Strong need for comprehensive environmental monitoring recently highlighted in the Rosenberg International Forum report on the Mackenzie River Basin: “a strong, well-designed and ongoing monitoring program an absolutely essential precondition for effective management of the Mackenzie River Basin.” • NWT Cumulative Impacts Monitoring Program (CIMP) – Supports numerous initiatives for building monitoring capacity including three projects with CCRS/NRCan involvement aimed at expanding scale of monitoring using EO • The NRCan TRACS project also using EO to assess terrain sensitivity to permafrost degradation and potential impacts on transportation networks 2. Potential of Landsat Image Archive for Northern Monitoring • Landsat has a spatial grain (30 m) and extent (185 km) ideal for large-area monitoring. • A rich 28-Year (1984-2012) archive exists for Northern Canada • Baseline monitoring and retrospective change analysis can be followed by forward monitoring WRS-2 Frame Overlap USGS Archive Holdings (CIMP study region) 3. Change Detecting Using Dense Landsat Image Stacks LandTrendr (Kennedy et al.) • With the opening of the Landsat archive, more change detection initiatives have exploited dense time series of imagery (Wulder et al. 2012, RSE) Kennedy, Cohen et al. (LandTrendr), Huang et al., Masek et al., (Vegetation Change Tracker), Vogelman et al., Goodwin et al., Schroeder et al. • Most have studied temperate forested ecosystems – few the North ParkSPACE – Ivvavik National Park Masek et al. 2012, Fraser et al., 2012 Shrub • CCRS and Parks Canada investigated potential for using Landsat image stacks to monitor northern parks (ParkSPACE) 4. Current NWT Landsat Analysis Landsat Study Regions Goal: Investigate potential to use Landsat archive for monitoring a range of landscape changes in NWT CIMP Study Regions: 1.Peel Plateau and Mackenzie Delta (NWT CIMP projects) 2.Great Slave Geological Province (TRACS projects) TRACS 4. Image Stack Change Method 1. Build 25-year 2. Extract Pixel Time 3. Derive Linear Trends in Landsat Image Stack Series Values Landsat Indices Cloud/shadow/SLC masking, TOA Unique database for each pixel of (e.g. Tasseled Cap Brightness, reflectance, peak-phenology six Vegetation Indices Greenness, Wetness) screening using AVHRR/MODIS 5. Create Trend Images 6. Relate TC Trends to Changes (RBG=TCB, TCG, TCW) in Vegetation Composition (Scale up high res training data using regression trees) 6. Change Classification Product (Decision tree classifier with ancillary GIS data) Methods: RGB Composite Trend Images for Visualizing Physical Changes 1985-2012 TC Brightness Trend 1985-2012 TC Greenness Trend 1985-2012 TC Wetness Trend RGB Composite Image Interpretation Key B=Brightness Change (red channel) G=Greenness Change (green channel) Red = W=Wetness Change (blue channel) B ↓G ↓W draining lakes (e.g. vegbare, dev.) Yellow = B G ↓W (e.g. waterveg, fire regen) Blue = ↓B ↓G W (e.g. forest succession, fire slump disturbance) gravel pit Light Blue = ↓B G W (e.g. veg growth over bare) 5. Results: Density of Growing Season Landsat Observations (1985-2012) Mean = 17 5. Results: Landscape Disturbance Examples Wildfires Landsat TC Trends (1985-2012) Dates indicated from GNWT fire mapping polygons Landsat TC Trends (1985-2012) – Inuvik Area B=Brightness Change (red channel) G=Greenness Change (green channel) W=Wetness Change (blue channel) 1968 fire Inuvik 2003 fire Landsat TC Trends (1985-2012) – Peel Plateau Thaw Slumps Trend trajectories related to decadal evolution of retrogressive slumps Recent 20m SPOT imagery Landsat Trends (1985-2012) – Fire and Shallow Lake Drainage Higher prevalence of lake drainage in post-fire areas likely related to permafrost degradation Landsat TC Trends (1985-2012) Yellow = B G ↓W (e.g. waterveg) GNWT ELC (2005) Landsat Trends (1985-2012) – Norman Wells Area (35km extent) Regenerating Seismic Lines Old Disturbance and Forest Succession Old Canol Road 1984 Landsat Ch. 3 Yellowknife Area RGB Composite Change Image (1985-2011) Dark Blue = Red = Light Blue = Yellow = ↓B ↓G W B ↓G ↓W ↓B G W B G ↓W (e.g. vegwater) (e.g. development) (e.g. veg growth) (e.g. waterveg) 2006 Landsat Ch. 3 Along Yellowknife Highway RGB Composite Change Image (1985-2011) Dark Blue = ↓B ↓G W Red = B ↓G ↓W 1971 Fire regen New dev. Light Blue = ↓B G W Old hwy Great Slave Lake Yellow = B G ↓W Drying wetlands Drying and Greening of Wetlands on Great Slave Lake Google Earth June 28, 2004. June 18, 2012 (south is up) Landsat Wetness Trend Great Slave Lake water levels since 1934 Landsat Period Mining Operations (New and Abandoned) 22 26 24 30 Landsat NDVI Trends 1984-2011 Increasing Tundra (positive trends in green, negative trends in red) Productivity / Shrub Growth Pouliot et al. 2009 AVHRR NDVI Trends Increasing Tundra Productivity Near-Anniversary Date Landsat Images 8 Years Apart (RGB=SWIRTOA,NIRTOA,RedTOA, non-stretched, leafy vegetation appear green) July 25, 1992 July 23, 2000 Alder thicket visible in 1950 Validation: Will reacquire 1:2,000 Colour-Infrared Air Photos Captured in 1980 (Sims, 1983) Aug 6, 1980 Aug 8, 2013 Shrub Changes? Lichen Change? Alder thicket visible in 1950 90 m Next Step: Developing Change Classification Products from Landsat Trends Training Database Change Classes (718 polygons) Training database Landsat VI Trends Binary Change Mask (Threshold) Decision Tree Classification GIS Layers Expert Decision Rules For Spatial Context Alder thicket visible in 1950 Change Classification Product Changes Detected Over NWT Study Regions using Landsat Natural Anthropogenic • Wildfires and regen • Municipal developments • Thaw slumps • Mining – new footprint and • Lake drainage and erosion regeneration of abandoned • Greening / increased growth of mines shrubs • Highways – new and • Succession of old disturbances regeneration of borrow pits and • Vegetation flooding Thank You Support from: NWT CIMP NRCan TRACS Project Polar Continental Shelf Project.
Recommended publications
  • Proposed Tłı̨chǫ All-Season Road Executive Summary March 2016
    Proposed Tłı̨chǫ All-season Road Executive Summary March 2016 Proposed Tłı̨ chǫ All-season Road Project Description Report March 2016 Department of Transportation i Proposed Tłı̨chǫ All-season Road Executive Summary March 2016 EXECUTIVE SUMMARY This project description report (PDR) has been written to accompany the Type A Land Use Permit and Type B Water Licence applications to the Wekʼèezhìı Land and Water Board (WLWB) for development of the proposed T ł ı̨ c h ǫ All-season Road (TASR). These applications are being submitted by the Department of Transportation of the Government of the Northwest Territories (DOT – GNWT). The T ł ı̨ c h ǫ Government supports these applications. This project has been identified as a GNWT commitment under the Proposed Mandate of the Government of the Northwest Territories 2016-2019 (GNWT 2016). Over the years, DOT and T ł ı̨ c h ǫ Government have contemplated the possibility of improved transportation to the Wekʼèezhìı area. In 2011, both governments became reengaged under the T ł ı̨ c h ǫ Roads Steering Committee (TRSC) in order to assess the feasibility, desirability and implications of realigning the T ł ı̨ c h ǫ Winter Road System to provide improved community access. As of May 2013, the vision of the TRSC has been to pursue development of an all-season road. The route would end at the boundary of the community government of Whatì and predominantly follow ‘Old Airport Road,’ an existing overland alignment that was utilized up until the late 1980s as an overland winter road. The proposed TASR is defined as an all-season road approximately 94 km in length and 60 m in width with a cleared driving surface of approximately 8.5 m in width in order to accommodate a two lane gravel road with culverts and/or double lane bridges over water crossings as necessary.
    [Show full text]
  • NWT Transportation Report Card 2015 Is Intended to Provide a Statistical Benchmark of Progress Achieved and an Evaluation Framework to Measure Future Progress
    TABLED DOCUMENT 345-17(5) TABLED ON OCTOBER 7, 2015 Table of Contents Overview ....................................................................................................................................3 Strengthening Connections .....................................................................................................5 Capturing Opportunities ...........................................................................................................9 Embracing Innovation ............................................................................................................ 11 Metrics & Data .........................................................................................................................13 1.0 Financial .................................................................................................................. 13 1.1 Capital and O&M Expenditures and Revenue .............................................. 13 1.2 Analysis of Capital Needs ............................................................................ 14 1.3 Major Partnership Funding ........................................................................... 15 1.4 Airport, Road Licensing and Deh Cho Bridge Toll Revenues ....................... 16 1.5 Northern, Local, Other, contracts and Total Value of Contracts .................... 18 1.6 Community Access Program Expenditures ................................................. 18 2.0 Airports ....................................................................................................................19
    [Show full text]
  • EA1415-01 Developer's Assessment Report
    DEVELOPER’S ASSESSMENT REPORT ALL SEASON ROAD PROJECT PRAIRIE CREEK MINE MAIN REPORT Volume 1 of 3 SUBMITTED IN SUPPORT OF: Environmental Assessment of Prairie Creek Mine EA 1415-01 SUBMITTED TO: Mackenzie Valley Review Board Yellowknife, NT X1A 2N7 SUBMITTED BY: Canadian Zinc Corporation Vancouver, BC V6B 4N9 April 2015 PROJECT FACT SHEET CORPORATE DATA Project Name Prairie Creek Mine Company Name and Address Canadian Zinc Corporation Suite 1710, 650 West Georgia Street Vancouver, B.C., V6B 4N9 Telephone: (604) 688-2001 Fax: (604) 688-2043 Canadian Zinc Corporation 9926-101st Avenue PO Box 500 Fort Simpson, NT X0E 0N0 Telephone: (867) 695-3963 Fax: (867) 695-3964 Contacts Alan Taylor, Chief Operating Officer and VP Exploration David Harpley, VP Environment & Permitting Affairs Wilbert Antoine, Manager of Northern Development COMMUNITY DATA First Nation Territory Nahanni Butte Dene Band, Dehcho Nearest Community Nahanni Butte, 95 km south-east Other Communities Fort Liard, 165 km south-east Fort Simpson, 185 km east Land Claims Status In negotiation, Dehcho Process PROJECT DETAILS Location 550 km west of Yellowknife, NWT 61°33’ N latitude, 124°48’ W longitude Undertaking ~185 km all season road to the Liard Highway essentially using the existing, permitted winter road alignment Prairie Creek All Season Road Project – April 2015 1 GONDI AEK’ÉHZE ADLÁ Gondi Éhgonñæá Dii Prairie Creek Mine góhts’edi tå’a Góhdli Ndehé k’eh yunahnee tå’uh nît’i ii gots’ç xôh shíhtah á goæô. Káa azhô t’áh Canadian Zinc Corporation (CZN) gots’êh á agøht’e. K’õô 1980 kéhonñdhe ekúh á ndéh gozhíhe gots’êh satsõ kázhe gha seegúdlá agøht’e t’áh t’ahsíi met’áh alaeda thela á agøht’e.
    [Show full text]
  • Climate Change Impacts and Adaptation: Case Studies of Roads in Northern Canada
    CLIMATE CHANGE IMPACTS AND ADAPTATION: CASE STUDIES OF ROADS IN NORTHERN CANADA Robyn V. McGregor, M.Sc., P.Eng., Senior Transportation Engineer and Principal Consultant Masood Hassan, Ph.D., P.Eng., Senior Transportation Engineer Don Hayley, P.Eng., FEIC, Director - Arctic Resource Development EBA Engineering Consultants Ltd. Paper prepared for presentation at the “Climate Change and the Design and Management of Sustainable Transportation” Session of the 2008 Annual Conference of the Transportation Association of Canada Toronto, Ontario 1 ABSTRACT Access to communities and resource developments in northern Canada often relies on a single all-weather or winter road. Warming trends in recent years can put these indispensable access routes at risk by impacting road structures that overlie permafrost, and by shortening the duration of winter roads built on ice or seasonally frozen ground. This paper presents two case studies of all-weather and winter roads in northern Canada to describe the issues pertaining to the impacts of climate change and the adaptation strategies that have been or are being implemented to cope with the impacts. 1. The Yellowknife Highway (NWT Highway 3) reconstruction. The design addressed those features of embankment performance over the long term that represent the greatest risk of uncontrolled maintenance and safety. The following features were adopted to mitigate climate change effects and retard the rate of thaw: a. The core of the embankment comprises a minimum of 2 metres of quarried rockfill, providing internal strength to even out future settlements; b. A sacrificial shoulder and flat sideslopes were provided on the embankment as it was recognized that the permafrost soils supporting the slopes would be the first to thaw; c.
    [Show full text]
  • Staff Report Applicant: GNWT
    Staff Report Applicant: GNWT – Department of Transportation Location: Application: Yellowknife Highway – Ingraham Trail MV2017X0008 Corridor and Adjoining Roads Date Prepared: Meeting Date: April 6, 2017 April 20, 2017 Subject: Determination of Transboundary Application 1. Purpose/Report Summary The purpose of this Report is to present to the Mackenzie Valley Land and Water Board (MVLWB/the Board), an application from the Government Northwest Territories – Department of Transportation (GNWT-DOT) for a new Land Use Permit (Permit) MV2017X0008. The Board will consider the transboundary nature of this application as per the Board’s October 2005 Policy on Transboundary Applications. 2. Background • March 6, 2017 – Application received; • March 10, 2017– Application deemed complete and review commenced; • March 30, 2017 – Reviewer comments and recommendations due and received; • April 6, 2017 – Responses received; and • April 20, 2017 – Presented to the Board for transboundary determination (decision on Application to follow in separate Board package). 3. Discussion On March 6, 2017, the GNWT-DOT submitted an application for a new Permit MV2017X0008 for the ongoing operation and maintenance of the existing NWT public highway system, specifically the Yellowknife Highway – Ingraham Trail Corridor, including Highway #3 and the community access roads for Behchokǫ̀ and Dettah (attached). The Board’s Policy on Transboundary Applications (approved October 26, 2005) notes that Board staff are to include in their analysis, information on the physical boundaries of the activities applied for, along with the direct implications the activities may have on the adjacent land management areas. Based on the Application, this land use operation is to take place between two regions of the Mackenzie Valley: the Akaitcho Region and the Wek’èezhìı Management Area.
    [Show full text]
  • Northwest Territories Transportation Strategy, 2015-2040
    TABLED DOCUMENT 267-17(5) TABLED ON JUNE 3, 2015 NING CON THE NEC NG TI E ON R S ST S E E M Connecting I T B I R N A Us U C T I N R G O P I N P N O O G V A IN T R IO U N PT CA 2015-2040 Northwest Territories Transportation Strategy Minister’s Message The road, air, rail and marine transportation system has played a key role in the history and development of the Northwest Territories, and will continue to support sustainable communities and a growing economy into the future. Over the past year, the Department of Transportation engaged a broad base of stakeholders to discuss the challenges and opportunities facing our northern transportation system. These engagements helped identify the vision and strategic priorities for enhancing our transportation system to meet the future needs of residents, communities, businesses and industry. As we mark the 25th anniversary of the Department of Transportation, established in 1989, and reflect on the great accomplishments achieved to date, it is the perfect time to redefine the path forward over the next 25 years. This strategy, Connecting Us, presents a vision for the transportation system and the strategic long-term priorities that will guide future actions of the Department of Transportation. It also outlines a framework for measuring and reporting on our success into the future. Northerners are strong, resilient people and we must continue working together to strengthen connections, capture opportunities and embrace innovation. Doing so will improve and enhance our transportation infrastructure, services, programs and policies, which will, in turn, lead to a sustainable economy, vibrant communities and self-reliant people.
    [Show full text]
  • Northern Connections
    NORTHERN CONNECTIONS A Multi-Modal Transportation Blueprint for the North FEBRUARY 2008 Government of Yukon Photos and maps courtesy of: ALCAN RaiLink Inc. Government of British Columbia Government of Northwest Territories Government of Nunavut Government of Yukon Designed and printed in Canada’s North Copyright February 2008 ISBN: 1-55362-342-8 MESSAGE FROM MINISTERS It is our pleasure to present Northern Connections: A Multi-Modal Transportation Blueprint for the North, a pan-territorial perspective on the transportation needs of Northern Canada. This paper discusses a vision for the development of northern transportation infrastructure in the context of a current massive infrastructure decit. Research has proven that modern transportation infrastructure brings immense benets. The northern transportation system of the future must support economic development, connect northern communities to each other and to the south, and provide for enhanced sovereignty and security in Canada’s north. This document complements a comprehensive national transportation strategy – Looking to the Future: A Plan for Investing in Canada’s Transportation System – released under the auspices of the Council of the Federation in December 2005. The three territories support the details contained in Looking to the Future that call for a secure, long-term funding framework for transportation infrastructure that will benet all Canadians. Equally important, northern territories stress that this national strategy – and any subsequent funding mechanisms that follow – must account for unique northern needs and priorities, which would be largely overlooked using nation-wide criteria only. This paper is also consistent with A Northern Vision: A Stronger North and a Better Canada, the May 2007 release of a pan-territorial vision for the north.
    [Show full text]
  • Northern Transportation Conference
    November 9 & 10, 2005 Yellowknife, Northwest Territories Post-Conference Report Paul D. Larson, Ph.D. Post-Conference Report Proceedings of the Northern Transportation Conference Paul D. Larson, Ph.D. Professor and Head, Department of Supply Chain Management Director, Transport Institute Asper School of Business University of Manitoba 614 Drake Centre Winnipeg, MB R3T 5V4 phone: 204-474-6054 fax: 204-474-7530 e-mail: [email protected] Dedicated to Douglas E. Larson, a wonderful man and a great Dad. Northern Transportation Conference Table of Contents Executive Summary Page 4 The Conference Page 6 Issues and Stakeholders Page 8 Conference Presentation Summaries Page 10 Session One: Northern Vision, Priorities and Expectations Page 10 Session Two: Transportation Partnerships Page 12 Session Three: Current Northern Transportation Infrastructure Page 14 Luncheon Keynote Address Page 17 Session Four: Air Transportation Challenges Page 17 Session Five: Surface and Marine Transportation Challenges Page 20 Session Six: Pipeline Development Page 23 Session Seven: Climate Change Page 24 Session Eight: Northern Sovereignty and Security Page 27 Northern Transportation Moving Forward: An Action Plan Page 32 References Page 38 Appendix I. Roundtable Discussion Summaries Page 39 Appendix II. Survey Results Page 43 Appendix III. Web Sites Page 52 Yellowknife, Northwest Territories 2 Northern Transportation Conference Appendix IV. Maps Page 55 Appendix V. Conference Program and Participants Page 56 Yellowknife, Northwest Territories 3 Northern Transportation Conference Executive Summary The primary purpose of this report is to propose and outline an action plan for northern transportation in Canada. The action plan follows from the Proceedings of the Northern Transportation Conference, including expert presentations, discussions, roundtable sessions and a survey.
    [Show full text]
  • Nwt Climate Change Impacts and Adaptation Report 2008
    p R. Decker/GNWT p Bonnie Fournier p John Nagy p NWT Archives p GNWT NWT CLIMATE CHANGE IMPACTS AND ADAPTATION REPORT 2008 p Craig Scott p Jennifer Skelton TABLE OF CONTENTS Introduction ........................................................................ 3 From Impacts to Adaptation ............................................. 15 The Global Perspective of Climate Change Impacts ............ 5 Construction on Permafrost.......................................... 16 Climate Change Impacts in the Northwest Territories .......... 7 Winter Roads ............................................................... 17 Permafrost ..................................................................... 8 Snow and Rain Effects on Infrastructure ....................... 18 Ice Conditions ................................................................ 9 Monitoring Environmental Change ................................ 19 Precipitation and Water ................................................ 10 Biodiversity Conservation ............................................. 21 Forests ......................................................................... 11 Heritage Conservation .................................................. 22 Wildlife ......................................................................... 12 Human Health .............................................................. 23 Culture and Heritage .................................................... 13 Community Planning .................................................... 24 Human Health
    [Show full text]
  • Great Slave Lake in Canada
    Great Slave Lake In Canada Great Slave Lake – Deepest Lake in North America Great Slave Lake is a large, deep lake located in the Northwest Territories of Canada, and a popular site to fish in both the summer and the winter. It is the deepest lake in North America (ranking 9th worldwide), and the second largest in the Northwest Territories after the Great Bear Lake. The lake is named for the Slavey people, a First Nations indigenous tribe, who originally inhabited the lake around Great Slave Lake. The Slavey people established the town of Dettah and others. British explorers arrived in the area in 1771, and the lake was frozen. Communities around the lake include the towns of Yellowknife, Hay River, Hay River Reserve, Behchoko, Fort Resolution, Dettah, N'Dilo, and the small village of Lutselk'e, which is mostly populated by native Chipewyans. Yellowknife became the capital of the Northwest Territories after the gold discovery in the 1930s, and later became the country's diamond capital. The lake's tributaries are the Hay, Slave, and Taltson Rivers, and the Mackenzie River drains the lake into the Arctic Ocean. The lake was formed by glaciers, and still partially freezes over during winter. One ice road exists – the Dettah ice road, connecting Yellowknife to Dettah. There are islands within the lake and plenty of recreation opportunities. The East Arm of the lake is part of Thaydene Nene National Park, and to the south is Wood Buffalo National Park. Around the lake are many popular spots for fishing and ice fishing for a variety of fish species, including whitefish, trout, and perch.
    [Show full text]
  • The Northern Transportation Systems Assessment
    THE NORTHERN TRANSPORTATION SYSTEMS ASSESSMENT Phase 1 Report Northern Transportation Demand Assessment June 2010 NORTHERN TRANSPORTATION SYSTEMS ASSESSMENT PAGE 2 PROLOG /EBA PHASE 1 REPORT : TRANSPORTATION DEMAND ASSESSMENT THE NORTHERN TRANSPORTATION SYSTEMS ASSESSMENT Phase 1 Report Northern Transportation Demand Assessment Submitted to Transport Canada Submitted by PROLOG Canada Inc. In Association with EBA Engineering Consultants Ltd. June 2010 PROLOG /EBA PAGE 3 NORTHERN TRANSPORTATION SYSTEMS ASSESSMENT PAGE 4 PROLOG /EBA PHASE 1 REPORT : TRANSPORTATION DEMAND ASSESSMENT NORTHERN TRANSPORTATION SYSTEMS ASSESSMENT Phase 1 Report Northern Transportation Demand Assessment Table of Contents 1. Introduction and Summary .............................................................. 7 2. Contemporary Transportation Systems Demand .................................. 11 2.1 Sealift Systems Demand .......................................................................................................... 13 2.1.1 Eastern Dry Cargo System ............................................................................................ 15 2.1.2 Eastern Fuel Supply System ......................................................................................... 20 2.1.3 Western Sealift System ................................................................................................. 24 2.2 Intermodal Systems Demand ................................................................................................. 31 2.2.1 Mackenzie Intermodal System
    [Show full text]
  • Northwest Territories 2015 © Bert & Shari Frenz, 2015 All Rights Reserved
    Northwest Territories 2015 © Bert & Shari Frenz, 2015 All rights reserved. Chapter 1. Alberta En route – May 11 – Bear River Migratory Bird Sanctuary, Utah En route – May 12 – Clark Canyon Reservoir, Montana En route – May 12 evening – Clark Canyon Reservoir, Montana En route – May 13 – Grand Falls, Montana En route – May 14 – Coutts border, Alberta En route – May 15 – High River Arrived – May 19 – Calgary Day 1 – May 20 – Calgary Day 2 – May 21 – Calgary Day 3 – May 22 – Drumheller Day 4 – May 23 – Stettler Day 5 – May 24 – Ukrainian Cultural Heritage Village Day 6 – May 25 – Elk Island National Park Day 7 – May 26 – Elk Island National Park Day 8 – May 27 – Athabasca Day 9 – May 28 – Lesser Slave Lake Day 10 – May 29 – Lesser Slave Lake Day 11 – May 30 – Peace River Day 12 – May 31 – High Level Chapter 2. Eastern Northwest Territories Day 13 – June 1 – Twin Falls Gorge Day 14 – June 2 – Wood Buffalo National Park Day 15 – June 3 – Wood Buffalo National Park Day 16 – June 4 – Fort Smith to Hay River Day 17 – June 5 – Fort Providence Day 18 – June 6 – Yellowknife Highway Day 19 – June 7 – Yellowknife Day 20 – June 8 – Yellowknife Day 21 – June 9 – Ingraham Trail Day 22 – June 10 – Fort Providence Day 23 – June 11 – Sambaa Deh Day 24 – June 12 – Fort Simpson Day 25 – June 13 – Liard Trail Chapter 3. British Columbia Day 26 – June 14 – Alaska Highway Day 27 – June 15 – Muncho Lake Day 28 – June 16 – Liard Hot Springs Chapter 4. Yukon Territory Day 29 – June 17 – Watson Lake Day 30 – June 18 – Whitehorse Day 31 – June 19 – Whitehorse Day 32 – June 20 – Whitehorse Day 33 – June 21 – Carmacks Day 34 – June 22 – Tombstone Territorial Park Day 35 – June 23 – Engineer Creek Day 36 – June 24 – Eagle Plains Day 37 – June 25 – Rock River Chapter 5.
    [Show full text]