DOCSLIB.ORG

Engineerii{G and Planning for Remote Communities in Northern Canada

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Engineerii{G and Planning for Remote Communities in Northern Canada TOOLS FOR RESULTS-BASED TRANSPORTATION ENGINEERII{G AND PLANNING FOR REMOTE COMMUNITIES IN NORTHERN CANADA BY CRYSTAL ISAACS, B. Sc., EIT A Thesis Submitted to the Faculty of Graduate Studies In Partial Fulfillment of the Requirements For the Degree MASTER OF SCIENCE Department of Civil Engineering University of Manitoba Winnipeg, Manitoba @ 2005 THE UNTVERSITY OF MANITOBA FACULTY OF GRADUATE STUDIES ***** COPYRIGHT PERMISSION Tools for Results-Based Transportation Engineering and Planning for Remote Communities in Northem Canada BY Crystal Isaacs, B. Sc., EIT A ThesislPracticum submitted to the Faculty of Graduate Studies of The University of Manitoba in partial fulfillment of the requirement of the degree of Master of Science Crystal Isaacs, B. Sc., EIT O 2005 Permission has been granted to the Library of the University of Manitoba to lend or sell copies of this thesis/practicum, to the National Library of Canada to microfilm this thesis and to lend or sell copies of the film, and to University Microfilms Inc. to pubtish an abstract of this thesis/practicum. This reproduction or copy of this thesis has been made availabte by authorify of the copyright owner solely for the purpose of private study and research, and may only be reproduced and copied as permitted by copyright laws or with express wriffen authorization from the copyright owner. ABSTRACT The purpose of this research is to develop a set of tools to facilitate results-based transportation engineering and planning for remote communities in northern Canada. The geographic scope of the research encompasses northem Manitoba and the Kivalliq region of Nunavut. The tools are designed to address national issues specific to the roles and responsibilities of Transport Canada. They offer a pragmatic approach to northern transport engineering, planning and decision-making because they can be implemented individually or collectively. The thesis: (1) selects, defines and adapts a theoretical framework for transport systems analysis; (2) develops a comprehensive, interoperable, synthesized and user-friendly GIS- T anal¡ical platform; (3) identifies results-based indicators to measure the performance of the northern transportation system with respect to national transportation goals and objectives; and (4) defines an associated evaluation methodology. ACKNOWLEDGEMENTS First, I would like to thank my advisor Professor Alan Clayton for his guidance and encouragement throughout my master's program and the course of this research. Professors at the University of Manitoba, including Dr. Jearmette Montufar, Dr. Ian Skelton and Dr. Thomas Henley also contributed to the completion of this research. I would also like to thank Transport Canada, and in particular Mr. Mike Shumsky and Mr. Marc Conrad from Coordination and Policy Advice, Prairie and Northern Region. Financial support for this research was provided by the Natural Sciences and Engineering Research Council G\ISERC). I also gratefully acknowledge the contributions of Mr. Grant Forsman (Intergraph Canada), Mr. Tim Hague (Fast Air) and my friends and colleagues at UMTIG. Finally, I would like to thank my husband, Andrew, who is a constant support and encouragement. To my family and friends who have helped and supported me in many different ways I also express my appreciation. TABLE OF CONTENTS A8STRACT............... ............... i ACKNOWLEDGEMENTS ..................... ii TABLE OF CONTENTS ......iii LIST OF TABLES ............ ..... vi LIST OF FIGURES ............... ................. vii CHAPTER 1............... ............. I 1.1. THE RESEARCH .................... 1 1.2. BACKGROLTND AND NEED.............. ...................... 1 1.3. OBJECTIVES............ ..............6 1.4. SCOPE AND OTHER RESEARCH CONSIDERATIONS............................ 6 1.5. THESTS ORGANIZATTON..... ..................7 CHAPTER 2............... ............. 9 2.1. DELINEATION OF CANADA'S NORTHERN REGION ..........9 2.2. DEFINTTION OF REMOTE. ...................12 2.2.1. Criteria for Remoteness Designation ............ 12 2.2.2. Recommendations from the Literature .........14 2.2.3. ProposedCommunityClassificationSystem. .................15 2.3. GEOGRAPHIC SCOPE AND ANALYSIS TINITS ................... i6 2.3.1. Geographic Analysis Units ......... 16 2.3.2. Geographic Scope .....1j CHAPTER 3 3.1. THEORETICAL FRAMEWORK......... ....................20 3.1.1. The Transportation System (T). .. ... .........22 3.1.2. The Demand System (D) .... .. ...................23 3.1.3. The Flow System (F) ..... ...... ......23 3.2. ANALYTICAL FRAMEWORK... ..........24 3.2.1. Definitions .................24 3.2.2. Software ....................25 3.2.3. GIS-T Platform .........26 3.3. DEVELOPMENT OF THE GIS-T PLATFORM ......27 3.3.1. Interoperability Issues .................27 3.3.2. Data Processing and Spatial Analysis... ........28 3.3.3. Creation of Spatial Datasets.... ......................29 llt 3.4. INTEGRATION OF THEORETICAL AND ANALYTICAL CONCEPTS 29 3.4.1 . Base Map Spatial Features and Attribute Information ..................... 30 3.4.2. Transportation System Spatial Features and Attribute Information.32 3.4.3. Demand System Spatial Features and Attribute Information........... 34 3.4.4. Flow System Attribute Information............... .................36 CHAPTER 4............... ...........37 4.r. TRANSPORTATION SYSTEM .......,.....37 4.1.1. Surface Transportation............ ...................... 39 4.1.2. All-Weather Roads..... .................41 4.1.3. Winter Road Network.............. .....................41 4.1.4. Climate Change Impacts .............43 4.1.5. Rail Network.............. .................46 4.1.6. Air Transportation..... ..................49 4.1.7. Marine Transportation ............ ...................... 56 4.2. DEMAND SYSTEM .............6I 4.2.1. Ethnic Origin....... ......61 4.2.2. Population .................62 4.2.3. Levels of Education ............... .....64 4.2.4. Employment Characteristics .......65 4.2.5. Demand System Implications for Northern Transportation..... .........69 4.3. FLOW SYSTEM.. ..................7r 4.3.1. Airport Activity.... .....71 4.3.2. Northern Manitoba Ferry Traffic ..................73 4.3.3. Kivalliq Region Marine Traffic ....................75 4.3.4. Northern Manitoba Freight Traffic ...............76 4.3.5. Manitoba Highway Traffic Information System...... .......77 CHAPTER 5 5.1. EVOLUTION OF NATIONAL TRANSPORTATION POLICY IN CANADA .............79 5.2. HISTORICAL APPROACH TO NORTHERN TRANSPORTATION POLICY ...............80 5.3. VISION FOR NATIONAL TRANSPORTATION POLICY IN CANADA 86 5.3.1. Recommendations of the CTA Review Panel ................ 86 5.3.2. Straight Ahead .......... 88 5.4. KEY GOALS OF NATIONAL TRANSPORTATION POLICY................. 90 CHAPTER 6............... ........... 9r 6.1. TERMINOLOGY ..................91 IV 6.2. THEORETICAL CONSIDERATIONS FOR A RESULTS-BASED FRAMEWORK FOR NORTHERN CANADIAN TRANSPORTATION... 93 6.2.1. Implementation of a Results-Based System ...................94 6.2.2. Selection Criteria for Performance Indicators .................................. 95 6.2.3. Additional Considerations .......... ..................96 6.3. PRACTICAL APPLICATIONS OF RESULTS-BASED FRAMEWORKS 97 6.3.1. Monitoring ................98 6.3.2. Evaluation .................99 6.4. PERFORMANCE INDICATORS FOR NORTHERN CANADIAN TRANSPORTATION .......... 101 6.4.1. Accessibility.............. ................ 102 6.4.2. Economic Viability and System Efficiency .................. 104 6.4.3. Regional Economic Development.............. .................. 105 6.4.4. Safety .... 108 6.4.5. Equity .... 109 6.4.6. Sustainability............. ................ l1t 6.5. PROPOSED EVALUATION METHODOLOGY ................,...112 CHAPTER 7 7.1. DEVELOPMENT OF THE GIS-T PLATFORM .... 116 7.2. CHARACTERISTICS OF THE NORTHERN TRANSPORTATION SYSTEM ............117 7.3. APPLICATION OF THE RESULTS-BASED PERFORMANCE FRAMEWORK......... ........... 119 7.4. CHALLENGES AND IMPLICATIONS OF ADOPTING A RESULTS- BASED APPROACH .............. .............. t20 7.5. CONSIDERATIONS FOR FUTURE RESEARCH......... .........123 LIST OF TABLES Table 2.1: Socioeconomic Criteria for Designating Remote Communities ..................... 13 Table 2.2: Geographical Criteria for Designating Remote Communities............. ............14 Table 2.3: Total North and North Transition Zone Coverage in the Study Area ......... ....17 Table 2.4: Community Remoteness Classifications ........... ..........17 Table 3.1: Base Map Spatial and Attribute Information............ ..................... 3l Table 3.2: Transportation System Spatial and Attribute Information...............................33 Table 3.3: Demand System Spatial and Attribute Information.............. .........34 Table 3.4: Demand System Attributes ......35 Table 4.1: Transportation Modes and LOA in Special Access Communities ............. .....39 Table 4.2: Travel Distances by Rail (km). ....... ..........47 Table 4.3: Rail Passenger Transport Options between Thompson and Churchlll ............47 Table 4.4: Rail Passenger Transport Options between The Pas and Pukatawagan ..........48 Table 4.5: Adult Passenger Rail Fares ......4B Table 4.6: Northern Manitoba Ferry Infrastructure.............. ........57 Table 4.7: Vessels used in Northern Manitoba Ferry Operations........ ...........57 Table 4.8: South Indian Lake and York Landing Ferry Schedules.. ............... 58 Table 4.9: Kivalliq Region Marine Facilities... ........... 59 Table 4.10: NSSI2005 Sealift Cargo
Load more

Recommended publications
  • Churchill Practical Information
    1349 Portage Avenue Winnipeg, Manitoba Canada R3G 0V7 1-800-661-3830 www.greatcanadiantravel.com Churchill Practical Information Churchill, Manitoba is located at the edge of the Arctic in north-eastern Manitoba. It is a remote Inuit community and is only accessible by air, rail or ship. It is home to the only Arctic Seaport in Canada and is known as ‘Polar Bear Capital of the World’. It is a tourist hotspot for those wanting to catch a glimpse of polar bears, beluga whales and other unique things Churchill has to offer. Churchill Airport Churchill’s only airport is located approximately 6km south-east of town. Air service is available year- round. Location and Geography Churchill lies on the west coast of Hudson Bay at the mouth of the Churchill River. The landscape surrounding Churchill is Sub-arctic Tundra scattered with areas of Boreal Forest. More than 400 native plant species survive in this rugged climate. During the short summers wildflowers explode with an assortment of colors and shapes and in the fall, berries and other plants come to life. Population The permanent population living in Churchill is 899 people (2019). Many tourists visit the community each year. People and Culture The population of Churchill is a combination of Aboriginal and non-Aboriginal people. Hunting, fishing and trapping are still common amongst the locals as well as other traditional ways of life. Language The most common language used in Churchill is English. 1349 Portage Avenue Winnipeg, Manitoba Canada R3G 0V7 1-800-661-3830 www.greatcanadiantravel.com Economy Churchill has an active tourist industry with people coming from all over the world to experience polar bears, beluga whales and everything else Churchill has to offer.
    [Show full text]
  • IAAE Canada Member List April 2018
    IAAE Canada Member List April 2018 Member Job Title Company Post Address Phone Number Email Address Christopher Adams Airport Duty Manager Calgary Airport 2000 Airport Road Ne, Calgary, 403-735-1300 [email protected] Authority AB, T2E 6Z8 James Armstrong Director Security & Ottawa Int'l Airport 1000 Parkway Private, Ottawa, 613-913-9289 [email protected] Emergency Management ON, K1V 9B4 Ramon Buenaventura Compliance Administrator Northern Airports & 310-325 Garry Street, 204- 945-3423 [email protected] Marine Operations Winnipeg, MB, R3C 3P3 Tiffany Coffey Airport Safety Program Red Lake Airport PO Box 130, Cochenour, ON, 807- 662-2581 [email protected] Assistant P0V 1L0 Lisa Davidson Airport Manager Peterborough 1003 Monaghan Road, 705-760-6320 [email protected] Municipal Airport Peterborough, ON, K9J 5K8 Eric Desnoyers Airport Business Manager Saskatoon Airport Suite #1 2625 Airport Drive, 250-774-6454 [email protected] Authority Saskatoon, SK, S7L 7L1 Trent Gervais CEO Loomex Group 925 Airport Rd RR#5, 705-927-8631 [email protected] Peterborough, ON, K9J 0E7 Kirk Goodlet Manager, Airport Winnipeg Airports 5-2970 Berwick Drive, 204- 792-8762 [email protected] Operations Authority Inc Winnipeg, MB, R3H 1C2 Alec Hanna Manager, Air Safety & Government of the NT Box 1320, Yellowknife, NT, X1A 867-767-9084 [email protected] Security 1P7 Nancy Hewitt Operations Coordinator Peterborough 925 Airport Rd RR#5, 705-743-6708 [email protected] Municipal Airport Peterborough, ON, K9J 6X6 Wade Hoffer
    [Show full text]
  • NWT/NU Spills Working Agreement
    NORTHWEST TERRITORIES–NUNAVUT SPILLS WORKING AGREEMENT Updated October 2014 This page intentionally left blank. TABLE OF CONTENTS Section Content Page Cover Front Cover 1 Cover Inside Front Cover 2 Introductory Table of Contents 3 Introductory Record of Amendments 3 1. Introduction/Purpose/Goals 4 2. Parties to the Agreement 5 3. Letter of Agreement 6 - Background 6 - Lead Agency Designation and Contact 6 - Lead Agency Responsibilities 6 - General 7 4. Signatures of Parties to the Agreement 8 5. Glossary of Terms 9 Table 1A Lead Agency Designation for Spills in the NT and NU 10 Table 1B Lead Agency Designation for NT Airport Spills 14 Table 1C Lead Agency Designation for NU Airport Spills 14 Table 1D Territorial Roads and Highways in the NT 15 Table 1E Territorial Roads in NU 15 Table 2 General Guidelines for Assessing Spill Significance and Spill File Closure 16 Table 3 Spill Line Contract and Operation 17 Appendix A Schedule 1 - Reportable Quantities for NT-NU Spills 18 Appendix B Spill Line Report Form 20 Appendix C Instructions for Completing the NT/NU Spill Report Form 21 Appendix D Environmental Emergencies Science Table (Science Table) 22 RECORD OF AMENDMENTS * No. Amendment Description Entered By / Date Approved By / Date 1 GNWT spills response structure changed on April 1. 2014 to reflect the changes of devolution. Departments of Industry Tourism and Investment and Lands were added to the NT/NU SWA 2 Environment Canada nationally restructured their spill response structure in 2012. 3 4 5 6 7 8 9 10 * Starting in 2015, the NT/NU SWA will be reviewed and updated annually during the Fall NT/NU Spills Working Group meeting.
    [Show full text]
  • Evaluation of the Effects of Canadian Climatic Conditions on Pavement Performance Using the Mechanistic Empirical Pavement Design Guide
    University of Alberta Evaluation of the Effects of Canadian Climatic Conditions on Pavement Performance Using the Mechanistic Empirical Pavement Design Guide by Jhuma Saha A thesis submitted to the Faculty of Graduate Studies and Research in partial fulfillment of the requirements for the degree of Master of Science in Transportation Engineering Department of Civil and Environmental Engineering ©Jhuma Saha Edmonton, Alberta Fall 2011 Permission is hereby granted to the University of Alberta Libraries to reproduce single copies of this thesis and to lend or sell such copies for private, scholarly or scientific research purposes only. Where the thesis is converted to, or otherwise made available in digital form, the University of Alberta will advise potential users of the thesis of these terms. The author reserves all other publication and other rights in association with the copyright in the thesis and, except as herein before provided, neither the thesis nor any substantial portion thereof may be printed or otherwise reproduced in any material form whatsoever without the author's prior written permission. Abstract This thesis attempts to explore the implementation of the Mechanistic Empirical Pavement Design Guide (MEPDG) in Canada, specifically in Alberta. In order to achieve this goal, quality of Canadian climate data files used for the MEPDG and its effects on flexible pavement performance were evaluated. Results showed that temperature and precipitation data used in the MEPDG are close to Environment Canada data. This study demonstrated that asphalt concrete rutting, total rutting and longitudinal cracking were sensitive to Canadian climate. However, alligator cracking, transverse cracking and International Roughness Index (IRI) were found less sensitive to climatic factors.
    [Show full text]
  • Arctic Airports and Aerodromes As Critical Infrastructure
    October 30, 2020 Arctic Airports and Aerodromes as Critical Infrastructure Christina Bouchard, Graduate Fellow and Program Manager: Critical Infrastructure in Canada’s Arctic Territories Key Considerations Many Arctic communities were formed as coastal settlements and continue to rely heavily on air or naval transportation modes. Notably, the territory of Nunavut (NU) includes island communities where air infrastructure plays a critical role in community resupply in the absence of a highway system. It is anticipated that the rapid advancement of climate change will result in permafrost melt, sea ice melt and changing weather patterns. The ground upon which runways, buildings and other infrastructure are constructed will shift and move as the permafrost melts. Capital planning studies have also identified shortfalls with runway lighting systems and power supply, critical for safety where visibility is challenging. Both the extended periods of darkness in the North and the increasing prevalence of severe wind and weather events heighten the need for modern lighting systems. In addition to climate change considerations, the 2020 emergence of the novel COVID-19 virus has also drawn attention to the essential nature of airports in Nunavut for medical flights1. Private companies providing air services, have experienced pressures following the emergence of the virus. The pandemic circumstances of COVID-19 exposed, and brought to question, underlying systemic assumptions about the profitability of providing medically critical air travel services to remote locations. Purpose This policy primer describes the state of existing and planned Arctic aeronautical facilities. The overarching challenge of remoteness faced by many northern communities is discussed to understand the critical nature of air travel infrastructure in remote communities.
    [Show full text]
  • Remote Sensing of Snow Cover for Climate Monitoring in the Canadian Subarctic: a Comparison Between SMMR–SSM/I and NOAA–AVHRR Sensors
    59th EASTERN SNOW CONFERENCE Stowe, Vermont USA 2002 Remote Sensing of Snow Cover for Climate Monitoring in the Canadian Subarctic: A Comparison Between SMMR–SSM/I and NOAA–AVHRR Sensors FRÉDÉRIQUE C. PIVOT,1 CLAUDE R. DUGUAY,1,2, ROSS D. BROWN,3 BERTRAND DUCHIRON,4 AND CLAUDE KERGOMARD,5 ABSTRACT: By considering the advantages and disadvantages of each remote sensing observation method, the most favourable solution for studying snow cover currently remains the synergistic use of multi-sensor satellite data. Using Principal Component Analysis (PCA) applied to SMMR and SSM/I time series over a 23-year period (1978–2001), we were able to evaluate the sensitivity of passive microwave sensor data in identifying the seasonal cycles and the interannual variability of snow cover conditions in the Canadian Subarctic (northern Manitoba). We also demonstrated that the Nimbus-7 SMMR Pathfinder Daily EASE-Grid Brightness Temperatures are biased, especially in vertical polarisation. Dates characterising the beginning of snow accumulation on the ground and snow cover disappearance were obtained from the PCA and then compared to both snow cover information derived from optical satellite imagery (NOAA/NESDIS weekly snow charts) and conventional snow cover measurements recorded at the Churchill and Gillam airport weather stations. It appears that passive microwave radiometers meet some difficulties in estimating accurately the date of the first snow on the ground, especially under warm and dry winter conditions. Indeed, the difference can sometime exceed 4 weeks (e.g. winters 92–93 and 98–99) between passive microwave estimates and in situ observations. Consequently, the results clearly indicate the need to improve snow cover duration estimates derived from passive microwave data by adding information from optical sensors.
    [Show full text]
  • Managing Polar Bears in Churchill, Manitoba
    University of Calgary PRISM: University of Calgary's Digital Repository University of Calgary Press University of Calgary Press Open Access Books 2017-02 Animal Metropolis: Histories of Human-Animal Relations in Urban Canada Dean, Joanna; Ingram, Darcy; Sethna, Christabelle University of Calgary Press http://hdl.handle.net/1880/51826 book http://creativecommons.org/licenses/by-nc-nd/4.0/ Attribution Non-Commercial No Derivatives 4.0 International Downloaded from PRISM: https://prism.ucalgary.ca ANIMAL METROPOLIS: HISTORIES OF HUMAN- ANIMAL RELATIONS IN URBAN CANADA Edited by Joanna Dean, Darcy Ingram, and Christabelle Sethna ISBN 978-1-55238-865-5 THIS BOOK IS AN OPEN ACCESS E-BOOK. It is an electronic version of a book that can be purchased in physical form through any bookseller or on-line retailer, or from our distributors. Please support this open access publication by requesting that your university purchase a print copy of this book, or by purchasing a copy yourself. If you have any questions, please contact us at [email protected] Cover Art: The artwork on the cover of this book is not open access and falls under traditional copyright provisions; it cannot be reproduced in any way without written permission of the artists and their agents. The cover can be displayed as a complete cover image for the purposes of publicizing this work, but the artwork cannot be extracted from the context of the cover of this specific work without breaching the artist’s copyright. COPYRIGHT NOTICE: This open-access work is published under a Creative Commons licence. This means that you are free to copy, distribute, display or perform the work as long as you clearly attribute the work to its authors and publisher, that you do not use this work for any commercial gain in any form, and that you in no way alter, transform, or build on the work outside of its use in normal academic scholarship without our express permission.
    [Show full text]
  • Netletter #1435 | April 11, 2020 Air Transat A310-300 Registration C
    NetLetter #1435 | April 11, 2020 Air Transat A310-300 Registration C-GSAT Photo by Laurent ERRERA Dear Reader, Welcome to the NetLetter, an Aviation based newsletter for Air Canada, TCA, CP Air, Canadian Airlines and all other Canadian based airlines that once graced the Canadian skies. The NetLetter is published on the second and fourth weekend of each month. If you are interested in Canadian Aviation History, and vintage aviation photos, especially as it relates to Trans-Canada Air Lines, Air Canada, Canadian Airlines International and their constituent airlines, then we're sure you'll enjoy this newsletter. Please note: We do our best to identify and credit the original source of all content presented. However, should you recognize your material and are not credited; please advise us so that we can correct our oversight. Our website is located at www.thenetletter.net Please click the links below to visit our NetLetter Archives and for more info about the NetLetter. NetLetter News Dear Subscribers, There is nothing helpful that we can say concerning the COVID-19 virus but it is impossible not to acknowledge that it is affecting all of our lives. We wish to thank you for allowing us to share a bit of your time and we hope that everyone remains safe and healthy during this difficult time. The NetLetter Team Back issues of The NetLetter are available in both the original newsletter format and downloadable PDF format. We invite you to visit our website at www.thenetletter.net/netletters to view our archives back to March 2015 when we began sending The NetLetter in the current format We hope to continue to restore issues previous to March 2015 in PDF format for future posting in the Archive Section.
    [Show full text]
  • 2012-13 SUPPLEMENTARY APPROPRIATION (CAPITAL) No
    SSUPPLEMENTARY AAPPROPRIATION ((CCAP ITAL)) NO. 2 2 012-13 N . 2 2 012-13 3rd Session rd 3 Assembly LEGISLATIVE ASSEMBLY OF NUNAVUT MAY 2012 Iqaluit, Nunavut GOVERNMENT OF NUNAVUT 2012-13 SUPPLEMENTARY APPROPRIATION (CAPITAL) No. 2 INTRODUCTION Each fiscal year, the Legislative Assembly approves the Capital Estimates document of the Government of Nunavut. The capital requirements for the fiscal year are identified on a project by project basis. During the course of any given year, increases may be required to a department’s spending authority (level of funding). This is accomplished by way of a Supplementary Appropriation. It is presented to the Legislative Assembly, for approval, during regular sittings of the House. The supplementary appropriation document is presented in the following format: Column 1 - 2012-13 Capital Estimates plus previous supplementary approvals and inter-branch transfers. This column shows the original funding levels approved by the Legislative Assembly, plus approved increases/decreases, and inter-branch transfers. Column 2 - Special Warrants In certain situations, the Financial Management Board may recommend a Special Warrant to the Commissioner for advanced spending authority, to allow a department to respond quickly to a new or unforeseen need that meets the criteria of the Financial Administration Act . The criteria used is that the expenditure is urgently required, is in the public interest and the department does not have sufficient funding for the expenditure. When a Special Warrant is approved, the department has access to the funding immediately. Column 3 - Not Previously Authorized This column includes all those additional funding requests approved by the Financial Management Board that were not urgently required but were considered essential to the functional operation of the department.
    [Show full text]
  • Churchill Resources
    Churchill https://www.youtube.com/watch?v=mbmMaV7Gjao General Information Churchill, Manitoba is located at the edge of the Arctic in north-eastern Manitoba. It is a remote Inuit community and is only accessible by air, rail or ship. It is home to the only Arctic Seaport in Canada and is known as ‘Polar Bear Capital of the World’. It is a tourist hotspot for those wanting to catch a glimpse of polar bears, beluga whales and other unique things Churchill has to offer. Churchill Airport Churchill’s only airport is located approximately 6km south-east of town. Air service is available year-round. Location and Geography Churchill lies on the west coast of Hudson Bay at the mouth of the Churchill River. The landscape surrounding Churchill is Sub-arctic Tundra scattered with areas of Boreal Forest. More than 400 native plant species survive in this rugged climate. During the short summers wildflowers explode with an assortment of colors and shapes and in the fall, berries and other plants come to life. Population The permanent population living in Churchill is 899 people (2019). Many tourists visit the community each year. People and Culture The population of Churchill is a combination of Aboriginal and non-Aboriginal people. Hunting, fishing and trapping are still common amongst the locals as well as other traditional ways of life. Language The most common language used in Churchill is English. Economy Churchill has an active tourist industry with people coming from all over the world to experience polar bears, beluga whales and everything else Churchill has to offer.
    [Show full text]
  • Canada's Big Five Safari
    ©ERIC LINDBERG Canada’s Big Five Safari Experience the spectacular wildlife of Manitoba with an adventure from the dense forest of Riding Mountain National Park, to the colourful tundra of Churchill. Our Big Five Safari is Spend time alongside a salute to the incredible array of megafauna that populate the curious beluga whales in the forests, prairies, tundra and waters of this beautiful province! Churchill River. From Winnipeg, the geographic centre of North America, travel overland to Riding Mountain National Park (RMNP) where the Explore Riding Mountain National boreal forest, meadows and lakes, lofty heights and deep gorges Park in search of black bear, of the Manitoba Escarpment are home to moose, black bears, moose, bision and more. a captive bison herd and more. Enjoy daily wildlife drives to photograph the amazing wildlife and landscapes of the area. Search for Churchill’s summer Next, fly north to Churchill, where the boreal forest gives way wildlife on an official Tundra Buggy adventure. to the rugged tundra and northern waterways. Set out by boat and Zodiac amongst inquisitive beluga whales and explore the Churchill Wildlife Management Area in search of the majestic polar bear. Individual itineraries and inclusions may vary. Page 1 of 6 @FRONTIERSNORTH @FRONTIERSNORTH FRONTIERS NORTH ADVENTURES FRONTIERSNORTH.COM v.202106 ©ZHANG YONGPENG ©ZHANG FREQUENTLY ASKED QUESTIONS What are the hotels like? The hotels in Churchill are clean, comfortable and centrally located. The hotel in RMNP is located in downtown Wasagaming and is on the upper level of the Lakehouse, a popular coffee, ice cream and smoothie shop. All accommodations have basic amenities, including internet access.
    [Show full text]
  • Examining the Dynamic Relationship Between Climate Change and Tourism: a Case Study of Churchill’S Polar Bear Viewing Industry
    EXAMINING THE DYNAMIC RELATIONSHIP BETWEEN CLIMATE CHANGE AND TOURISM: A CASE STUDY OF CHURCHILL’S POLAR BEAR VIEWING INDUSTRY JAMIE D’SOUZA Thesis submitted to the University of Ottawa in partial Fulfillment of the requirements of the Master of Arts in Geography with Specialization in Environmental Sustainability Department of Geography, Environment and Geomatics Faculty of Arts University of Ottawa © Jamie D’Souza, Ottawa, Canada, 2019 Abstract The purpose of this thesis research was to examine the dynamic relationship between climate change and tourism, with a direct focus on Churchill, Manitoba’s polar bear viewing industry. This unique tourism industry and the polar bears it depends on, are experiencing the negative effects of climate change due to warmer temperatures and melting sea ice, which significantly impacts the health, appearance, and prevalence of polar bears on display for tourists. Not only is this tourism industry affected by climate change, it also contributes to the ongoing changes of climatic conditions. This is due to the dependence of fossil fuel energy used for transportation, accommodation, and activities which directly contributes to the release of greenhouse gas emissions and thus to global climate change. Emissions from tourism has increased by 3% over the last 10 years, largely as a result of the accessibility and affordability of air travel, the most energy intensive form of transportation (Lenzen et al., 2018; UNWTO-UNEP-WMO, 2008). It has been suggested that in response to the increase in the demand to travel, the tourism industry should take a leadership role to reduce their total greenhouse gas emissions in an effort to decrease the impact of climate change.
    [Show full text]