oofs, an environmental observatory along the main shipping corridor in Hudson Bay, a coastal vessel for field studies across Hudson Bay and a petroleum environmental research lab at the University of Manitoba.
CMO partners include eleven Canadian universities, eight federal departments and agencies, two indigenous communities, three industries (including shipper Groupe Desgagnés) and 17 international collaborators.
The Year of Polar Prediction (YOPP), which kicked off last May, is a ten-year initiative by the World Meteorological Organization to improve polar weather and sea ice forecasts. It involves 21 countries at both the North and South Poles. “Why is it important? It’s in our backyard and 113,000 people call it home. And 40 per cent of our land mass is in the Arctic,” noted Paul Pestieau, Environment and Climate Change Canada Coordinator, YOPP, Government of Canada. “It also builds on Canada’s leadership and investments and the anticipated increase in commercial ship transits.”
Some of the challenges for YOPP are that few Arctic forecasts are automated, forecasting is outpacing service delivery (the Coast Guard rarely gets all the available info) and the vetting of automated outputs is slow due to poor observations, said Mr. Pestieau. “We expect ice forecasts will be available over the internet like weather forecasts within the next five years. There is full daily coverage of Arctic ice on Radarsat, but it’s too much information for most mariners.”
All ice charts and iceberg charts are currently available on the Canadian Ice Service website. It won’t necessarily show the exact location of every iceberg, but will show the number of icebergs. Weather satellites will improve the info, said. Mr. Pestieau.
There is a need for improved sea ice data collection and recent agreements such as the Polar Code (which incorporates the International Code for Ships Operating in Polar Waters) should improve cooperation, added Anita Parlow, Founder, A.L. Parlow & Associates, Washington, D.C.
“One year, a region could be ice free and not the next. Canadian law is far more stringent than the Polar Code. A major challenge is the lack of people with cold climate experience, especially on cruise ships. As sea ice melts, the development potential accelerates. China is building ships that are ice capable, so we expect to see a large increase in Arctic traffic.”
A Chinese research icebreaker transited the Northwest Passage last September which could pave the way for Chinese cargo vessels to sail the route on a regular basis, said University of Calgary professor Rob Huebert. It’s the first time a Chinese vessel has gone trough the Northwest Passage, while China has gained observer status at the Arctic Council, he noted.
Canada is not interested in blocking ships in Arctic waters, it just wants it done properly, suggested Suzanne Lalonde, professor of International Law, Université de Montréal. “Unfortunately, the U.S. regards the Northwest Passage as international waters. I believe in Canada’s legal position that those waters are ours.”
Canada is trying to develop Low Impact Marine Shipping Corridors (formerly Northern Marine Transportation Corridors) to strengthen the safety of marine navigation in the Arctic and to offer an efficient planning guide for future Arctic investments. It will also provide Ottawa with the framework needed to prioritize and deliver its programs and services, including nautical charts and products, aids to navigation, icebreaking services and marine safety regulations.
“Primary corridors capture 77 per cent of marine traffic. Everybody is on board with the consultation process,” said Ms. Lalonde. “The corridors will be implemented when the funding is available. Maybe the OPP (Oceans Protection Plan) will be the impetus needed to get the primary corridors initiative launched.”
Canada is always good at making announcements, but bad at following through, added Peter Pamel, Partner, Borden Ladner Gervais. He’s happy that money ($1.5 billion over five years) is finally being invested through the OPP. “The corridors are b