Thermodynamic and Dynamic Ice Thickness Changes in The
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Wolf-Sightings on the Canadian Arctic Islands FRANK L
ARCTIC VOL. 48, NO.4 (DECEMBER 1995) P. 313–323 Wolf-Sightings on the Canadian Arctic Islands FRANK L. MILLER1 and FRANCES D. REINTJES1 (Received 6 April 1994; accepted in revised form 13 March 1995) ABSTRACT. A wolf-sighting questionnaire was sent to 201 arctic field researchers from many disciplines to solicit information on observations of wolves (Canis lupus spp.) made by field parties on Canadian Arctic Islands. Useable responses were obtained for 24 of the 25 years between 1967 and 1991. Respondents reported 373 observations, involving 1203 wolf-sightings. Of these, 688 wolves in 234 observations were judged to be different individuals; the remaining 515 wolf-sightings in 139 observations were believed to be repeated observations of 167 of those 688 wolves. The reported wolf-sightings were obtained from 1953 field-weeks spent on 18 of 36 Arctic Islands reported on: no wolves were seen on the other 18 islands during an additional 186 field-weeks. Airborne observers made 24% of all wolf-sightings, 266 wolves in 48 packs and 28 single wolves. Respondents reported seeing 572 different wolves in 118 separate packs and 116 single wolves. Pack sizes averaged 4.8 ± 0.28 SE and ranged from 2 to 15 wolves. Sixty-three wolf pups were seen in 16 packs, with a mean of 3.9 ± 2.24 SD and a range of 1–10 pups per pack. Most (81%) of the different wolves were seen on the Queen Elizabeth Islands. Respondents annually averaged 10.9 observations of wolves ·100 field-weeks-1 and saw on average 32.2 wolves·100 field-weeks-1· yr -1 between 1967 and 1991. -
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’). -
Thermodynamic and Dynamic Ice Thickness Contributions in the Canadian Arctic Archipelago in NEMO-LIM2 Numerical Simulations
The Cryosphere, 12, 1233–1247, 2018 https://doi.org/10.5194/tc-12-1233-2018 © Author(s) 2018. This work is distributed under the Creative Commons Attribution 4.0 License. Thermodynamic and dynamic ice thickness contributions in the Canadian Arctic Archipelago in NEMO-LIM2 numerical simulations Xianmin Hu1,a, Jingfan Sun1,b, Ting On Chan1,c, and Paul G. Myers1 1Department of Earth and Atmospheric Sciences, University of Alberta, Edmonton, T6G 2E3, Canada anow at: Bedford Institute of Oceanography, Fisheries and Oceans Canada, Dartmouth, Nova Scotia, Canada bnow at: School of Electrical and Computer Engineering, Georgia Institute of Technology, Atlanta, GA, USA cnow at: Skytech Solutions Ltd., Canada Correspondence: Xianmin Hu ([email protected]) Received: 6 September 2017 – Discussion started: 10 October 2017 Revised: 16 March 2018 – Accepted: 19 March 2018 – Published: 10 April 2018 Abstract. Sea ice thickness evolution within the Canadian is found in the northern CAA and Baffin Bay while a de- Arctic Archipelago (CAA) is of great interest to science, as cline (r2 ≈ 0:6, p < 0:01) is simulated in Parry Channel re- well as local communities and their economy. In this study, gion. The two main contributors (thermodynamic growth and based on the NEMO numerical framework including the lateral transport) have high interannual variabilities which LIM2 sea ice module, simulations at both 1=4 and 1=12◦ hor- largely balance each other, so that maximum ice volume can izontal resolution were conducted from 2002 to 2016. The vary interannually by ±12 % in the northern CAA, ±15 % in model captures well the general spatial distribution of ice Parry Channel, and ±9 % in Baffin Bay. -
Canada's Sovereignty Over the Northwest Passage
Michigan Journal of International Law Volume 10 Issue 2 1989 Canada's Sovereignty Over the Northwest Passage Donat Pharand University of Ottawa Follow this and additional works at: https://repository.law.umich.edu/mjil Part of the International Law Commons, and the Law of the Sea Commons Recommended Citation Donat Pharand, Canada's Sovereignty Over the Northwest Passage, 10 MICH. J. INT'L L. 653 (1989). Available at: https://repository.law.umich.edu/mjil/vol10/iss2/10 This Article is brought to you for free and open access by the Michigan Journal of International Law at University of Michigan Law School Scholarship Repository. It has been accepted for inclusion in Michigan Journal of International Law by an authorized editor of University of Michigan Law School Scholarship Repository. For more information, please contact [email protected]. CANADA'S SOVEREIGNTY OVER THE NORTHWEST PASSAGE Donat Pharand* In 1968, when this writer published "Innocent Passage in the Arc- tic,"' Canada had yet to assert its sovereignty over the Northwest Pas- sage. It has since done so by establishing, in 1985, straight baselines around the whole of its Arctic Archipelago. In August of that year, the U. S. Coast Guard vessel PolarSea made a transit of the North- west Passage on its voyage from Thule, Greenland, to the Chukchi Sea (see Route 1 on Figure 1). Having been notified of the impending transit, Canada informed the United States that it considered all the waters of the Canadian Arctic Archipelago as historic internal waters and that a request for authorization to transit the Northwest Passage would be necessary. -
Canadian Arctic Tide Measurement Techniques and Results
International Hydrographie Review, Monaco, LXIII (2), July 1986 CANADIAN ARCTIC TIDE MEASUREMENT TECHNIQUES AND RESULTS by B.J. TAIT, S.T. GRANT, D. St.-JACQUES and F. STEPHENSON (*) ABSTRACT About 10 years ago the Canadian Hydrographic Service recognized the need for a planned approach to completing tide and current surveys of the Canadian Arctic Archipelago in order to meet the requirements of marine shipping and construction industries as well as the needs of environmental studies related to resource development. Therefore, a program of tidal surveys was begun which has resulted in a data base of tidal records covering most of the Archipelago. In this paper the problems faced by tidal surveyors and others working in the harsh Arctic environment are described and the variety of equipment and techniques developed for short, medium and long-term deployments are reported. The tidal characteris tics throughout the Archipelago, determined primarily from these surveys, are briefly summarized. It was also recognized that there would be a need for real time tidal data by engineers, surveyors and mariners. Since the existing permanent tide gauges in the Arctic do not have this capability, a project was started in the early 1980’s to develop and construct a new permanent gauging system. The first of these gauges was constructed during the summer of 1985 and is described. INTRODUCTION The Canadian Arctic Archipelago shown in Figure 1 is a large group of islands north of the mainland of Canada bounded on the west by the Beaufort Sea, on the north by the Arctic Ocean and on the east by Davis Strait, Baffin Bay and Greenland and split through the middle by Parry Channel which constitutes most of the famous North West Passage. -
The Quest for the Northwest Passage, by James P. Delgado
REVIEWS • 323 learn the identity of what they have been reading up to that BRAY, E.F. de. 1992. A Frenchman in search of Franklin: De point. The document identified as HBCA E.37/3, which Bray’s Arctic journal, 1852–1854. Edited by William Barr. Barr, following Anderson, refers to as a full journal Toronto and Buffalo: University of Toronto Press. (p. 166, n.1), turns out to be what I would call Anderson’s PELLY, D. 1981. Expedition: An Arctic journey through history on field notes, written daily during the expedition. In con- George Back’s River. Toronto: Betelgeuse. trast, the document that Barr has referred to in footnotes as the “fair copy of Anderson’s journal” (HBCA B.200/a/ I.S. MacLaren 31), although based on those field notes, was written after Canadian Studies Program the expedition: it shows signs of revision and narrative Department of Political Science polish. Barr’s use of the term journal to refer to both University of Alberta documents is misleading, as it blurs that important distinc- Edmonton, Alberta, Canada tion. Furthermore, justification for subordinating Stewart’s T6G 2H4 journal (Provincial Archives of Alberta 74.1/137) to Anderson’s is rendered only implicitly: Stewart’s is “gen- erally less detailed than” Anderson’s (p. 166–167). One is ACROSS THE TOP OF THE WORLD: THE QUEST FOR left to infer that the editing accords with the chain of THE NORTHWEST PASSAGE. By JAMES P. DELGADO. command, Stewart being Anderson’s junior. None of these Vancouver and Toronto: Douglas & McIntyre, 1999. -
LNG Transport in Parry Channel: Possible Environmental Hazards Brian D
LNG Transport in Parry Channel: Possible environmental hazards Brian D. Smiley and Allen R. Milne Institute of Ocean Sciences, Patricia Bay Sidney, B.C. ": t 005562 LNG TRANSPORT IN PARRY CHANNEL: POSSIBLE ENVIRONMENTAL HAZARDS By ". .' Brian D. Smiley and Allen R. Milne Institute of Ocean Sciences, Patricia Bay Sidney, B.C. 1979 This is a manuscript which ha~ received only limited circulation. On citing this report in a 1;:libliography, tl;1e title should be followed 1;:ly the words "UNPUELISHED MANUSCRIPT" which is in accordance with accepted bib liographic custom. (i) TABLE OF CONTENTS Page Table of Contents (i) Li s t of Fi gures (i i) List of Tables (i i i) Map of Parry Channel (i v) Acknowl edgments ( i v) l. SUMMARY 2. I NTRODUCTI ON 3 3. ARCTIC PILOT PROJECT 7 3.1 Components 7 3.2 Gas Delivery Rate 7 3.3 Energy Efficiency 7 3.4 Properties of LNG 8 3.5 Carrier Characteristics 8 3.6 Carrier Operation 8 3.7: The Future 9 4. ACCIDENTS . 10 5. ICE AND LNG ICEBREAKERS IN PARRY CHANNEL 12 5.1 Ice Drift and Surface Circulation 12 5.2 Wi nter Ice Cover 13 5.3 The Icebreaker's Wake in Ice 15 5.4 Routing through Ice 18 6. CLIMATE AND LNG ICEBREAKERS IN PARRY CHANNEL 20 6.1 Long-term Climate Trends 21 7. ECOLOGICAL SIGNIFICANCE OF PARRY CHANNEL 22 8. WILDLIFE AND LNG ICEBREAKERS IN PARRY CHANNEL 26 8.1 Seabirds 26 8.2 Ringed Seals 29 8.3 Bearded Seals 33 8.4 Polar Bears 33 8.5 Whales 36 8.6 Harp Seals 37 8.7 Wal ruses 38 8.8 Caribou 38 9. -
Thermodynamic and Dynamic Ice Thickness
Thermodynamic and dynamic ice thickness contributions in the Canadian Arctic Archipelago in NEMO-LIM2 numerical simulations Xianmin Hu1,+, Jingfan Sun1,++, Ting On Chan1,+++, and Paul G. Myers1 1Department of Earth and Atmospheric Sciences, University of Alberta, Edmonton, T6G 2E3, Canada +now at Bedford Institute of Oceanography, Fisheries and Oceans Canada, Dartmouth, Nova Scotia, Canada ++summer intern from Zhejiang University, 38 Zheda Road, Hangzhou, China, 310027 +++now at Skytech Solutions Ltd., Canada Correspondence to: Xianmin Hu([email protected]) Abstract. Sea ice thickness evolution within the Canadian Arctic Archipelago (CAA) is of great interest to science, as well as local communities and their economy. In this study, based on the NEMO numerical framework including the LIM2 sea ice module, simulations at both 1/4◦ and 1/12◦ horizontal resolution were conducted from 2002 to 2016. The model captures well the general spatial distribution of ice thickness in the CAA region, with very thick sea ice (∼ 4m and thicker) in the northern 5 CAA, thick sea ice (2.5m to 3m) in the west-central Parry Channel and M’Clintock Channel, and thin (< 2m) ice (in winter months) on the east side of CAA (e.g., eastern Parry Channel, Baffin Islands coast) and in the channels in southern areas. Even though the configurations still have resolution limitations in resolving the exact observation sites, simulated ice thickness compares reasonably (seasonal cycle and amplitudes) with weekly Environment and Climate Change Canada (ECCC) New Icethickness Program data at first-year landfast ice sites except at the northern sites with high-concentration of old ice. At 1/4◦ 10 to 1/12◦ scale, model resolution does not play a significant role in the sea ice simulation except to improve local dynamics because of better coastline representation. -
The Following Section on Early History Was Written by Professor William (Bill) Barr, Arctic Historian, the Arctic Institute of North America, University of Calgary
The following section on early history was written by Professor William (Bill) Barr, Arctic Historian, The Arctic Institute of North America, University of Calgary. Prof. Barr has published numerous books and articles on the history of exploration of the Arctic. In 2006, William Barr received a Lifetime Achievement Award for his contributions to the recorded history of the Canadian North from the Canadian Historical Association. As well, Prof. Barr, a known admirer of Russian Arctic explorers, has been credited with making known to the wider public the exploits of Polar explorations by Russia and the Soviet Union. HISTORY OF ARCTIC SHIPPING UP UNTIL 1945 Northwest Passage The history of the search for a navigable Northwest Passage by ships of European nations is an extremely long one, starting as early as 1497. Initially the aim of the British and Dutch was to find a route to the Orient to grab their share of the lucrative trade with India, Southeast Asia and China, till then monopolized by Spain and Portugal which controlled the route via the Cape of Good Hope. In 1497 John Cabot (Giovanni Caboto), sponsored by King Henry VII of England, sailed from Bristol in Mathew; he made a landfall variously identified as on the coast of Newfoundland or of Cape Breton, but came no closer to finding the Passage (Williamson 1962). Over the following decade or so, he was followed (unsuccessfully) by the Portuguese seafarers Gaspar Corte Real and his brother Miguel, and also by John Cabot’s brother Sebastian, who some theorize, penetrated Hudson Strait (Hoffman 1961). The first expeditions in search of the Northwest Passage that are definitely known to have reached the Arctic were those of the English captain, Martin Frobisher in 1576, 1577 and 1578 (Collinson 1867; Stefansson 1938). -
From Wherever the Fast Ice Edge Is Located in Lancaster Sound Or Barrow Strait, and in an Easterly Direction from M'clure Strait and Amundsen Gulf
from wherever the fast ice edge is located in Lancaster Sound or Barrow Strait, and in an easterly direction from M'Clure Strait and Amundsen Gulf. Figure 7.3.1.8 presents the average date of occurrence for each event as well as the range of dates recorded over 13 years (Gorman 1988). Break-up of the ice cover between each of the geographic locations occurs very rapidly; in the order of days (Dickins 1983; Gorman 1986). In most years, the ice sheet becomes extensively fractured and then breaks into large floes in the order of tens of kilometres (Maxwell 1980). b) Prince of Wales Strait Prince of Wales Strait is one of two channels to be used by the Polar 8 to access the Beaufort Sea from Parry Channel. It is a narrow channel, and concerns were raised during the Beaufort EIS over the effect of icebreaking ships on the ice regime of such channels. The ice regime of Prince of Wales Strait and possible effects of ship traffic were the subject of a discussion paper written by Dickens (1983) on behalf of the proponents of the Beaufort Sea development. The Strait is typically covered by stable landfast ice from late October until mid to late Julf(Dickins 1983; Gorman 1988). Gorman (1988) reported the average date of fracture was July 15 with a range from July 5 to 28 based on 13 years of data. Dickins (1983) divided the ice regime into north and south sections of the channel, separated by the Princess Royal Islands. Break-up begins in the south section and is extremely variable with up to three weeks between first fracturing and major ice movement (Dickins 1983). -
The Integrated Arctic Corridors Framework Planning for Responsible Shipping in Canada’S Arctic Waters Contents 1 Overview
A report from April 2016 The Integrated Arctic Corridors Framework Planning for responsible shipping in Canada’s Arctic waters Contents 1 Overview 3 A complex marine environment 6 State of shipping through the Northwest Passage Guiding principles of the Integrated Arctic Corridors Framework 7 13 Integrated corridors: Toward a national policy for Arctic shipping Building integrated Arctic corridors 14 Step 1: Create the Canadian Arctic Corridors Commission 14 Step 2: Consult and meaningfully engage Inuit 14 Step 3: Integrate information 14 Step 4: Designate corridors 17 Step 5: Classify corridors 20 Benefits for stakeholders 23 24 Managing integrated Arctic corridors Targeting resources 24 Supporting safe and responsible vessel traffic 26 Monitoring and adapting to change 27 29 Recommendations Create a forum and governance structure for Arctic shipping corridor development and management 29 Consult and meaningfully engage Inuit 29 Integrate information 29 Designate corridors 30 Classify corridors 30 Target resources 30 Support safe and responsible vessel traffic 31 Monitor and adapt to change 31 31 Conclusion 32 Endnotes Maps Map 1: Canada’s Arctic Passageways Are Shared by Ships and Wildlife 4 Map 2: The Canadian Coast Guard Identified Arctic Shipping Corridors Based on Existing Traffic Patterns 11 Map 3: Coast Guard Shipping Routes Overlap Extensively With Critical Arctic Habitat 12 Map 4: Canadian Arctic Shipping Traffic Intersects Many Inuit-Use Areas 15 Map 5: Hudson Strait Is Among the First Areas Where Ice Recedes in Early Summer -
An Analysis of Sea Ice Condition to Determine Ship Transits Through the Northwest Passage
An Analysis of Sea Ice Condition to Determine Ship Transits through the Northwest Passage Todd D. Mudge ASL Environmental Sciences Inc. Sidney, BC, Canada [email protected] David B. Fissel, M. Martínez de Saavedra Álvarez, and John. R. Marko ASL Environmental Sciences Inc. Sidney, BC, Canada [email protected], [email protected] and [email protected] ABSTRACT minimum levels. A third chokepoint region, on the route through Peel Sound is due to the shallower water depths in sparsely charted An analysis was carried out to determine the duration of the summer waterways. shipping season for deepwater vessels transiting through the Northwest Passage Route. The most likely route segment to obstruct shipping is in Viscount Melville Sound, which is typically characterized by the presence of high concentration mixtures of deformed, thick first year and multiyear ice. The period for ship transits through the Passage is determined from the computer-based analysis of digital Canadian Ice Service weekly ice charts which are available from the late 1960’s to the present. Automated computer-based algorithms were developed to estimate the number of, if any, weeks with ice conditions that would successfully allow transit. The results show a very large year to year variability in the duration of the summer shipping season with the trend towards slightly improving ice conditions. The possibility of future increases in old ice concentrations in western and central portions of Parry Channel due to an apparent trend towards more rapid passage of this old ice through the Queen Elizabeth Islands to the north may impede ship passages in the next decade by comparison with the last decade or two.